TY - RPRT AN - 01365488 AU - Giuffre, William L AU - Cambridge Systematics, Inc. AU - Federal Highway Administration TI - Evaluation of Highway Performance Measures for a Multi-State Corridor - A Pilot Study PY - 2010/03//Final Report SP - 72p AB - Determining an appropriate set of performance measures to use for managing the nation's highway network is a vital component of the work to preserve our existing transportation infrastructure. Recent research, such as National Cooperative Research Program (NCHRP) Project 20-74 describing an asset management framework for the Interstate Highway System (IHS), has highlighted the importance of establishing a consistent set of performance measures for communicating physical conditions of our roads, bridges, and other highway assets. The Federal Highway Administration (FHWA) Office of Asset Management developed this project to analyze bridge and pavement data across a multi-state corridor, evaluate the quality of existing performance measures, and recommend additional measures as well as further avenues of research in this area. A key deliverable involved using the Integrated Corridor Analysis Tool (ICAT), previously developed by the I-95 Corridor Coalition, as a platform to display bridge and pavement performance data. ICAT provides a map-based application, accessible via the Internet, that allows users to view, analyze, and compare performance data along an entire corridor or at a specific location. This project provides a statistical analysis of bridge and pavement data received from Virginia, Maryland, and Delaware. This analysis included looking at individual values as well as comparing values both within a state and across states. KW - Bridges KW - Condition surveys KW - Interstate 95 KW - Pavement performance KW - Performance measurement KW - Statistical analysis UR - http://www.fhwa.dot.gov/asset/hif10015/hif10015.pdf UR - https://trid.trb.org/view/1132960 ER - TY - RPRT AN - 01365349 AU - Abdel-Rahim, Ahmed AU - Khanal, Mandar AU - Cooley, Howard AU - Gould, Samantha AU - National Institute for Advanced Transportation Technology AU - Idaho Transportation Department AU - Federal Highway Administration TI - Synthesis of Research on Work Zone Delays and Simplified Application of QuickZone Analysis Tool PY - 2010/03//Final Report SP - 52p AB - The objectives of this project were to synthesize the latest information on work zone safety and management and identify case studies in which Federal Highway Administration's (FHWA’s) decision support tool QuickZone or other appropriate analysis tools could be applied. The results of the analysis showed that QuickZone was an efficient tool to macroscopically analyze traffic operations at work zones. It provides reliable planning-level estimates of delay and queue length that are comparable to that reported by microscopic simulation models. It can be used to analyze work zones in urban freeways, rural freeways, four-lane divided urban arterials and corridors, and two-lane rural highways. QuickZone, provides department of transportation (DOT) staff with the opportunity to effectively analyze work zone projects and fully assess their impacts. It also provides DOT staff with a tool that can be used to reliably estimate work zone user cost, in the form of vehicular delay, for different project scheduling, phasing, delivery methods, and other traffic management alternatives. QuickZone, a Microsoft Excel application, is a fairly simple-to-use analysis tool. However, it requires extensive data input to fully represent the traffic flow profile throughout the work zone. QuickZone delay and queue length output are highly sensitive to calibration parameters such as saturation flow headway and lane capacity. Using site specific parameters will improve the model output. Average saturation flow headway and the corresponding lane capacity values for different road types in Idaho are provided in Table 4 in this report. These values are based on field measurements of saturation flow headway at different sites throughout Idaho. Realistic capacity estimates can be obtained using these values as base capacity values with adjustments following the Highway Capacity Manual 2000 procedures. Adjustments to the base value include: duration and intensity of work activity, effect of heavy vehicles, and presence of ramps in close proximity to the work zone. KW - Queuing KW - QuickZone (Computer program) KW - Saturation flow KW - Simulation KW - Traffic delays KW - Traffic flow KW - Work zones UR - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20179_Final.pdf UR - http://ntl.bts.gov/lib/44000/44200/44248/RP_179_Final.pdf UR - https://trid.trb.org/view/1133959 ER - TY - RPRT AN - 01365329 AU - Abdel-Rahim, Ahmed AU - Wall, Richard AU - Ahmed, Sk Monsur AU - Browne, Cody AU - National Institute for Advanced Transportation Technology AU - Idaho Transportation Department AU - Federal Highway Administration TI - An Automated Testing Tool for Traffic Signal Controller Functionalities PY - 2010/03//Final Report SP - 31p AB - The purpose of this project was to develop an automated tool that facilitates testing of traffic controller functionality using controller interface device (CID) technology. Benefits of such automated testers to traffic engineers include reduced testing time, enhanced repeatability and consistency of testing, reduced testing costs, and improved testing quality and productivity. The automated tester can be operated in a static mode using the graphical user interface. The timing of input changes is strictly controlled by the person operating the testing system. It uses XML script files to specify which inputs are activated, the timing of those activations and verifying the controller response(s). The software provided is for a limited set of National Electrical Manufacturers Association (NEMA) TS1 controllers running a specific firmware version as specified by the Idaho Transportation Department. Other traffic controllers can be tested provided that the testing program has been modified to communicate with that specific controller. Software modifications to the testing software are required because there is no standard communications protocol used by various traffic controller manufacturers that allow the traffic controller settings to be read from the controller. A version of the automated tester has been developed and tested that interfaces with NEMA TS2 type 1 and type 2 controllers. This version uses the National Transportation Communications for ITS Protocol (NTCIP) via either the asynchronous RS232 serial port or the Ethernet port. However, our investigation has shown that various vendors have significant differences in the interpretation of the NTCIP standard, and the automated testing software must still be verified with specific traffic devices running specific firmware versions. The automated tester also includes a CID-based suitcase tester emulator that can replace or supplement manual testing. KW - Automatic test equipment KW - Fuzzy logic KW - National Transportation Communications for Intelligent Transportation Systems Protocol KW - Traffic signal controllers KW - Traffic signal timing KW - User interfaces (Computer science) UR - http://www.itd.idaho.gov/highways/research/archived/reports/RP%20180_Final.pdf UR - http://ntl.bts.gov/lib/44000/44200/44249/RP_180_Final.pdf UR - https://trid.trb.org/view/1133935 ER - TY - RPRT AN - 01359681 AU - Hopwood, Theodore AU - Palle, Sudhir AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Nondestructive Testing of Defective ASTM A 514 Steel on the I-275 Combs-Hehl Twin Bridges Over the Ohio River in Campbell County, Kentucky PY - 2010/03//Final Report SP - 82p AB - Three defective ASTM A 514 steel splice plates were discovered on the I-275 Combs-Hehl twin bridges over the Ohio River. A follow-up in-depth field inspection of 1,356 A 514 steel plates on the bridges revealed 14 additional defective gusset and splice plates. The A 514 steel was improperly heat-treated resulting in a brittle crack-prone microstructure. Ultrasonic and impact hardness tests were used to identify the defective steel. Subsequently, the defective steel plates were either removed or lapped with additional steel plates. KW - Bridge members KW - Campbell County (Kentucky) KW - Cantilever bridges KW - Gusset plates KW - Hardness tests KW - Nondestructive tests KW - Splice plates KW - Steel plates KW - Stress cracking KW - Ultrasonic tests UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_11_KH_60_07_1F.pdf UR - https://trid.trb.org/view/1125641 ER - TY - RPRT AN - 01354139 AU - Tyagi, Avdhesh K AU - Al-Madhhachi, Abdul-Sahib AU - Brown, James AU - Oklahoma State University, Stillwater AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Degradation in Rush, Wildhorse, and Salt Creeks of Washita River in Oklahoma for Transportation Planning PY - 2010/03//Final Report SP - 136p AB - The purpose of this research is to analyze the flow line data and relate it to the degradation of the Rush, Wildhorse and Salt Creeks at bridge location in the Washita River tributaries. This information may then be used to replace or rehabilitate those bridges that experienced severe degradation. This report evaluates channel degradation in three tributaries of the Washita River in Oklahoma. The three creeks include Rush Creek at 29.18 miles of the Washita River and Wildhorse Creek at 54.82 miles of the Washita River and Salt Creek at 14.62 miles in Wildhorse Creek watershed. In Rush Creek, the maximum degradation is computed 0.46 feet per year over 15 years. Salt Creek has a maximum degradation of 0.63 feet per year over 8 years. The maximum degradation for Wildhorse Creek is determined 0.43 feet per year over 35 years. Washita River degradation rates ranged from 0.1 to 0.3 feet per year as determined in a previous study, while the degradation of Rush, Wildhorse and Salt Creeks ranged from 0.22 to 0.46, 0.072 to 0.43 and 0.02 to 0.63 feet per year, respectively. After detailed hydraulic and geotechnical analysis the following bridges were recommended for further evaluation and possibly rehabilitation; b17568, b17569, b17590, and b17591. The foundation of piers is determined to be very close to the current flow line. KW - Bridges KW - Channel flow KW - Channels (Waterways) KW - Degradation (Hydrology) KW - Geotechnical engineering KW - Hydraulics KW - Oklahoma KW - Transportation planning UR - http://ntl.bts.gov/lib/42000/42400/42423/FY09_2194_Tyagi_FinalReport.pdf UR - https://trid.trb.org/view/1117065 ER - TY - RPRT AN - 01345237 AU - Dixon, Michael AU - Abdel-Rahim, Ahmed AU - Wall, Richard AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Traffic and Controller Data Collection System Enhancement PY - 2010/03//Final Report SP - 38p AB - The primary objective of this project was to enhance the National Institute for Advanced Transportation Technology's (NIATT’s) ability to obtain high-quality traffic operations data at one or more signalized intersections. This project finalized an upgrade to NIATT’s existing portable video data collection system. The first phase of the upgrade acquired and assimilated the primary data collection system components, such as cameras, portable power sources, video servers, and wireless video transmission. Specifically, this project acquired the means and knowledge for NIATT researchers to professionally store, transport, and install the equipment at the site. In addition, controller data logging capabilities were built to be integrated with the data collection system in the future. This final report constitutes a summary of the system components, instructions regarding their use for field data collection, field experience regarding their installation, and beta test results to demonstrate system feasibility. KW - Beta tests KW - Data collection KW - Data logging KW - Data quality KW - Feasibility analysis KW - Installation KW - Signalized intersections KW - Traffic data KW - Video cameras KW - Video data KW - Wireless communication systems UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK711_N10-05.pdf UR - https://trid.trb.org/view/1107429 ER - TY - RPRT AN - 01340160 AU - Boyle, Linda Ng AU - Peng, Yiyun AU - Neyens, David M AU - Short, Jeffrey AU - University of Washington, Seattle AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Safety Climate of Commercial Vehicle Operation PY - 2010/03//Final Report SP - 31p AB - Enhancing the safety culture within trucking and motor coach industries has become a key area of concern given the potential impact it has on crashes and overall safety. Many organizations recognize that safety is compromised if the culture within their organization does not promote safety. Unfortunately, the specifics of a good safety culture and the methods by which safety culture is fostered are relatively ambiguous. A key reason for this is the general lack of standardization of the highly qualitative term 'safety climate' within the trucking and motor coach industries. A survey was completed by 31 organizations within these industries as part of a Commercial Truck and Bus Safety Synthesis Program (CTBSSP) Synthesis No. 14. The results provide some insights into the safety beliefs and attitudes of these drivers and the organizational needs to maintain a stable workforce and positive safety climate. The report provides descriptions of the data collected but lack any derived inferences that can help shape the safety culture. The results of this research project are the development of a set of key factors that capture the essence of a safety climate within the truck and busing industries. This is achieved through factor analysis of the existing survey data that has been made available to the principal investigator. The result reveals a four factor model that is grouped based on the overall safety culture in the industry, the financial impact, internal awareness, and demand for safety. This outcome suggests that there are both internal and external factors that may affect a safety manager's perception of safety and the safety climate within an organization, and provides insights for the trucking industry to communicate a safety culture to their employees. This, thereby, translates into a stable workforce, and reduces truck crashes. Future studies may need to consider how to both create and maintain a climate of safety. KW - Bus transportation KW - Buses KW - Commercial vehicles KW - Highway safety KW - Safety climate KW - Truck crashes UR - http://matc.unl.edu/assets/documents/finalreports/Boyle_SafetyClimateofCommercialVehicleOperation.pdf UR - https://trid.trb.org/view/1101706 ER - TY - RPRT AN - 01339100 AU - Wen, Haifang AU - Li, Xiaojun AU - Martono, Wilfung AU - Washington State University, Pullman AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects PY - 2010/03//Final Report SP - 133p AB - Whitetopping (WT) overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UTW projects was assessed, by means of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of WT projects in Wisconsin was found comparable to that in other states. WT overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance. KW - Asphalt pavements KW - Concrete overlays KW - Condition surveys KW - Falling weight deflectometers KW - Fatigue tests KW - Joint spacing KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life KW - Shear strength KW - Thickness KW - Ultra-thin whitetopping KW - Ultrathin concrete overlays KW - Whitetopping KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf UR - https://trid.trb.org/view/1101712 ER - TY - RPRT AN - 01338806 AU - O'Hara, Charles AU - Brooks, Colin AU - Dumas, Jeremiah AU - Franzese, Oscar AU - Holland, Joseph AU - Nobrega, Rodrigo AU - Stich, Bethany AU - Mississippi State University, Starkville AU - Research and Innovative Technology Administration TI - Validating Commercial Remote Sensing and Spatial Information (CRS&SI) Technologies for Streamlining Environmental and Planning Processes in Transportation Projects PY - 2010/03//Final Porject Report Technical Guide SP - 79p AB - Transportation corridor-planning processes are well understood, and consensus exists among practitioners about common practices for stages and tasks included in traditional environmental impact statement (EIS) approaches. However, traditional approaches do not typically employ full use of Commercial Remote Sensing and Spatial Information (CRS&SI) technologies. Case studies deploying best practices are needed to enable state departments of transportation, practitioners, and consultants to effectively transition practices for enhanced use of CRS&SI technologies. As a guide to help plan and conduct case studies for deploying best practices for benefit to practitioners, this document presents research results relevant to developing, integrating, and deploying case studies needed to understand, document, and refine best practices in terms of requirements, definitions, characteristics, and specifications. KW - Best practices KW - Case studies KW - Environmental impact statements KW - Environmental streamlining KW - Remote sensing KW - Spatial analysis KW - Transportation corridors UR - http://www.ncrste.msstate.edu/project_reports/reports/NCRST-SEPP-Final-Report-2010.pdf UR - https://trid.trb.org/view/1100819 ER - TY - RPRT AN - 01337321 AU - Miller, John S AU - Garber, Nicholas J AU - Kamatu, Josephine N AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Incorporating Safety into the Regional Planning Process in Virginia: Volume II: A Resource Guide PY - 2010/03//Final Report SP - 97p AB - Motor vehicle crashes have an annual societal cost of $230 billion, and one way to reduce this cost is to incorporate safety directly into the long-range transportation planning process. This resource guide presents some ways through which safety and planning may be integrated and is targeted toward Virginia Department of Transportation (VDOT) district planners, metropolitan planning organizations, and planning district commissions. The guide does not constitute a VDOT policy or regulation; rather, it is a set of best practices designed to accompany, rather than duplicate, the regional transportation planning process. The guide describes eight independent steps for integrating safety into the regional transportation planning process and provides one or more Virginia-specific examples for each step. The steps are as follows: 1. Develop a vision statement, goals, and objectives that directly incorporate safety. 2. Use diverse stakeholders to identify alternatives and evaluate their utility. 3. Use safety-related performance measures to assess deficiencies. 4. Acquire data within the time constraints faced by the planner. 5. Analyze data with available resources and thus select higher impact projects. 6. Prioritize projects to determine the largest expected crash avoidance given limited funds. 7. Identify alternative funding sources for safety-related projects. 8. Monitor the safety impacts of implemented projects. This guide constitutes Volume II of the two-volume report Incorporating Safety Into the Regional Planning Process in Virginia. Volume I describes how the guide was developed. KW - Best practices KW - Highway safety KW - Regional planning KW - Safety programs KW - Strategic planning KW - Transportation planning KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r15.pdf UR - http://ntl.bts.gov/lib/56000/56100/56145/VA10-R15.PDF UR - https://trid.trb.org/view/1097802 ER - TY - RPRT AN - 01328122 AU - Ratner, Keith A AU - Goetz, Andrew R AU - Salem State College AU - University of Denver AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - The Reshaping of Land Use and Urban Form in Denver through Transit-Oriented Development PY - 2010/03 SP - 31p AB - This project funded by the National Center for Intermodal Transportation at the University of Denver examines the current state of transit-oriented development (TOD) in Denver, Colorado. It begins with a review of the return of rail transit to the city and an evaluation of how Denver defines TOD. It then examines the status of TOD in the city as presented by the Regional Transit District (RTD). These data are then used as a starting point for a detailed analysis focused on how TOD is reshaping the land use and urban form throughout the entire Denver region. This analysis begins with an in depth review of how TOD development differs at the five individual station types as identified by RTD in their TOD Strategic Plan. It then continues with an examination of the planning efforts oriented to TOD ongoing throughout the region, and a comparison of these efforts to planning efforts ongoing in non-TOD areas. This is followed by a review of TOD oriented rezoning activities within the region, both at individual stations as well as within a recodification of the entire zoning bylaw currently ongoing within the city. Analyses of station-area population densities and mixed use development follows. The analysis concludes with an examination of mobility performance measure changes since the reintroduction of rail transit into the region. These measures were found in the 2009 Urban Mobility Report from the Texas Transportation Institute. Upon concluding the project, a number of issues became clear about TOD in Denver with the most obvious that the nearer to the downtown one is, the more impact TOD has had. It was also found that urban neighborhood, urban center, and major urban center stations all seem to be following their description within the RTD TOD typology. Development at urban neighborhood stations is mostly residential, at urban center stations more retail, office and government, and at major urban center stations more focused on larger mixed-use projects. The individual transit corridors are seen to be attracting different types of development depending upon their location, and overall office development regionally now seems now to have a more transit oriented focus. Though TOD has become an integral piece of the Denver planning process, it is really too early to evaluate the fruits of these efforts. From station area plans to the entire rezoning of the City and County of Denver, TOD or TOD concepts are now part of the equation. Mobility performance measures of the Denver region have also improved since the opening of Denver’s second transit line in 2000. This improvement cannot be specifically attributed to the reintroduction of rail transit into the region, but is an interesting coincidence to be investigated. KW - Denver (Colorado) KW - Land use KW - Mobility KW - Rail transit KW - Rail transit stations KW - Transit oriented development KW - Transportation planning KW - Urban form UR - http://ncit.msstate.edu/publications/publications_01.html UR - https://trid.trb.org/view/1089297 ER - TY - SER AN - 01328063 JO - UCTC Research Paper AU - Kim, JinWon AU - Brownstone, David AU - University of California, Irvine AU - University of California Transportation Center (UCTC) AU - University Transportation Centers Program TI - The Impact of Residential Density on Vehicle Usage and Fuel Consumption PY - 2010/03 SP - 30p AB - This paper investigates the impact of residential density on vehicle usage and fuel consumption. The empirical model accounts for both residential self-selection effects and non-random missing data problems. While most previous studies focus on a specific region, this paper analyzes national level data from the 2001 National Household Travel Survey. Comparing two households that are equal in all respects except residential density, the household residing in an area that is 1000 housing units per square mile denser (roughly 50% of the sample average) will drive 1500 (7.8%) fewer miles per year and will consume 70 (7.5%) fewer gallons of fuel than the household in the less dense area. The effect of the contextual density measure (density in the context of its surrounding area) is quantitatively larger than the sole effect of residential density. A simulation moving a household from suburban to urban area reduces household annual mileage by 15%. KW - Automobile ownership KW - California KW - Density KW - Econometric models KW - Fuel consumption KW - Land use models KW - National Household Travel Survey KW - Socioeconomic factors KW - Urban sprawl KW - Vehicle miles of travel UR - http://www.uctc.net/research/papers/UCTC-FR-2010-05.pdf UR - https://trid.trb.org/view/936913 ER - TY - SER AN - 01226755 JO - UCTC Research Paper AU - Manville, Michael AU - Shoup, Donald AU - University of California Transportation Center (UCTC) AU - University of California, Los Angeles AU - University Transportation Centers Program TI - Parking Requirements as a Barrier to Housing Development: Regulation and Reform in Los Angeles PY - 2010/03 SP - 37p AB - Residential parking requirements are an obstacle to the redevelopment of older buildings that predate the automobile age. Because these buildings cannot easily be retrofitted to accommodate required parking spaces, they often remain vacant, and a neighborhood attribute that should be an asset, beautiful old architecture, instead becomes an albatross. It is shown in the city of Los Angeles that removing parking requirements can help stimulate the conversion of old buildings into housing, and thereby help stimulate neighborhood revitalization as well. Estimates are given for the costs that parking requirements place on new inner city development, and for the value of required parking to drivers. KW - Costs KW - Housing KW - Los Angeles (California) KW - Low income groups KW - Off street parking KW - Parking demand KW - Real estate development KW - Regulation UR - http://www.uctc.net/research/papers/UCTC-FR-2010-03.pdf UR - https://trid.trb.org/view/936912 ER - TY - RPRT AN - 01226644 AU - Kading, Kelly W AU - Bender, Kathryn E AU - Chowdhury, Faisal AU - HDR Engineering, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Hazardous Materials Transportation in Arizona PY - 2010/03//Final Report SP - 39p AB - The purpose of this report is to summarize the data that have been collected, provide references to other researched material that supports the findings of this study, and provide a set of viable recommendations for moving forward with the preparation of a hazardous materials transportation plan (HMTP) for ADOT. Overviews of other states’ programs are documented and describe which plans or portions of the plans may be adapted for use by ADOT. This report includes an overview of the computer modeling software available, and discusses the evaluations of the models. State and federal regulations and guidance with regard to transportation of hazardous materials and incidents involving hazardous materials are discussed. Strengths and weaknesses of some of the available data are identified. It is concluded that ADOT should consider the Texas approach for preparing an HMTP. The following are actionable recommendations to begin the process for the HMTP preparation: (1) Use the Texas Administrative Codes as a basis for Arizona to develop and pass similar statutes. (2) Support a statute to require all trucks transporting hazardous materials to stop at ports of entry. (3) Develop a Web site with GIS-based maps for designated routes and other suitable information. (4) Create an alliance with AZSERC for using the commodity flow studies and prioritize corridors for completion of coverage of the state. (5) Form an interagency task force consisting of representatives from ADOT, AZSERC, ADPS, EMD, FHWA, FMCSA, metro Phoenix and Tucson municipalities, and others. (6) Fill in data gaps with air, rail, borders, and intrastate transport of hazardous materials. (7) Participate in a peer-to-peer program with Texas DOT for experience and technical transfer related to the HMTP preparation and utilization. KW - Arizona KW - Computer models KW - Data quality KW - Freight transportation KW - Hazardous materials KW - Incident management KW - Transportation planning UR - http://ntl.bts.gov/lib/34000/34500/34507/AZ624.pdf UR - https://trid.trb.org/view/982014 ER - TY - RPRT AN - 01225587 AU - Hossain, M Shabbir AU - Apeagyei, Alex K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of the Lightweight Deflectometer for In-Situ Determination of Pavement Layer Moduli PY - 2010/03//Final Report SP - 40p AB - The quality of base and subgrade construction has conventionally been evaluated using specifications based on density and moisture content. Such specifications for highway base and subgrade require the use of a nuclear density and/or moisture gauge that poses potential health hazards to the operator and requires expensive certification and monitoring. Moreover, density and moisture do not relate to pavement design input parameters or performance. The fundamental material properties such as elastic and resilient moduli that are key inputs in the new mechanistic empirical-based design cannot be obtained from density and moisture content measurements. The primary objective of this study was to investigate the suitability of the lightweight deflectometer (LWD) to measure in-situ pavement layer moduli. The LWD, along with two other devices, the GeoGauge and dynamic cone penetrometer (DCP), were used to measure and monitor subgrade and base layer moduli during construction. Three existing gravel roads were also tested. A high spatial variability was found for the stiffness modulus values measured by all three devices. There were no significant correlations among the results with the devices. Although no unique relationship between mean LWD moduli and either GeoGauge or DCP moduli was found, a good correlation was found when the 85th percentile stiffness values were compared. The effect of dry density was not evident, but moisture content showed a significant influence on the measured stiffness with all three devices, especially the LWD. A limited laboratory investigation indicated that the high modulus value for the LWD may be attributable to soil suction or a pore pressure development from transient loading of the LWD on a fine-grained soil. The LWD is not recommended for use for construction quality control until further research has been conducted to determine the causes of the high spatial variability and the effect of moisture on the LWD-measured modulus. The study further recommends that additional well-controlled laboratory testing be performed to evaluate the effect of moisture on LWD-modulus measurements and that field studies be conducted to verify the findings. The advantage of the LWD is the lower operating cost and lower health risk compared to the conventional nuclear density and moisture content devices. In addition, the LWD can directly measure the modulus properties that are the basis for the new Mechanistic Empirical Pavement Design Guide (MEPDG) pavement design. KW - Base course (Pavements) KW - Cone penetrometers KW - Deflectometers KW - Field tests KW - GeoGauge KW - Lightweight deflectometers KW - Modulus of elasticity KW - Modulus of resilience KW - Moisture content KW - Road construction KW - Stiffness KW - Subgrade (Pavements) UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r6.pdf UR - https://trid.trb.org/view/986709 ER - TY - RPRT AN - 01219976 AU - Von Winterfeldt, D AU - Prager, Fynnwin AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - University Transportation Centers Program TI - Estimating Behavioral Changes for Transportation Modes after Terrorist Attacks in London, Madrid, and Tokyo PY - 2010/03 SP - 91p AB - Why do individuals change their behavior after terrorist attacks? To what extent do changes in risk perception explain changes in travel behavior? This project aims to answer these questions by examining three major attacks in recent history on public transit systems: the London bombings in July 2005, the Madrid bombings on March 11, 2004, and the Sarin Gas attacks in Tokyo on March 20, 1995. Each case is found to be unique. Reductions in passenger journeys on attacked transportation modes range from an average of 10 percent over 20 weeks in London to no significant change in Tokyo, while substitution to alternative modes also varies across cases. This variance is likely due to more than cultural difference, with primary attack characteristics, transportation system factors, and the social amplification of risk perceptions also playing a role. Such findings have important implications for policy makers and academics with an interest in transportation security and the behavioral and economic impacts of terrorist attacks. KW - Economic impacts KW - Passenger security KW - Public transit KW - Risk assessment KW - Terrorism KW - Terrorist attack of March 11, 2004, Madrid, Spain KW - Terrorist attacks of July 2005, London, England KW - Travel behavior UR - http://s3.amazonaws.com/zanran_storage/www.metrans.org/ContentPages/49576021.pdf UR - https://trid.trb.org/view/935562 ER - TY - RPRT AN - 01219908 AU - Barnes, Craig AU - thembcgroup AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Developing and Evaluating Safe Winter Driving Messages PY - 2010/03//Final Report SP - 28p AB - The objectives of this project were: Poll Clear Roads member states for crash data; Conduct an online survey instrument to better identify target demographics, geographics and psychographics; Develop a messaging platform that includes a 30-, 15- and 7-second spot to be used for TV or Internet pre-roll videos and 2 Internet Banner Flash Ads; and Create a Final Report that includes a summary of project with detailed information on how to deploy campaign materials. The project accomplishments are reported in this final report. KW - Advertising KW - Crash data KW - Digital video KW - Driving KW - Highway safety KW - Internet KW - Messages (Communications) KW - Safety campaigns KW - Surveys KW - Television KW - Winter KW - Winter maintenance UR - http://wisdotresearch.wi.gov/wp-content/uploads/09-21winterdrivingmessages-f.pdf UR - http://www.clearroads.org/downloads/09-21winterdrivingmessages-final-report.pdf UR - https://trid.trb.org/view/978343 ER - TY - RPRT AN - 01219903 AU - Akin, Michelle AU - Shi, Xianming AU - Western Transportation Institute AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Development of Standardized Test Procedures for Evaluating Deicing Chemicals PY - 2010/03//Final Report SP - 97p AB - This project aims to develop and/or identify a series of standard laboratory testing procedures and ranges that can be used to evaluate the performance of deicing chemicals, additives and mixtures used on roadways and other transportation facilities. A literature review and survey were conducted to provide the scope and direction for laboratory tests. The results of the survey indicate relatively modest implementation of the deicer performance tests developed under the Strategic Highway Research Program (SHRP) and ASTM freezing point test. As such, several test methods were experimented for the purpose of refining or developing a promising test protocol, including: Differential Scanning Calorimetry (DSC) thermogram test for liquid deicers, Modified SHRP Ice Melting Test for solid and liquid deicers, Modified SHRP Ice Penetration Test for solid and liquid deicers, and a modified ice undercutting test developed by Minnesota DOT for solid and liquid deicers. These tests shed light on the complexity and challenges in evaluating various deicers, especially the poor reliability inherent in conventional test methods. The DSC-based method was demonstrated to be very reproducible for each deicer at a given dilution rate and heating rate, and thus may serve as a “fingerprint” tool for quality assurance of deicers. The DSC data also showed strong correlation with the Modified SHRP Ice Melting Test data, which hold the promise of establishing the DSC-based method for evaluating the performance of liquid deicers (both in terms of characteristic temperature and ice melting capacity). The Modified SHRP Ice Melting Test incorporates a control substance and some checks to determine acceptability of the data. While not essential, a round robin test involving multiple laboratories is recommended to assess the between-laboratory variability of these improved or newly developed tests for deicing chemicals. KW - American Society for Testing and Materials KW - Deicing chemicals KW - Differential scanning calorimetry KW - Laboratory tests KW - Literature reviews KW - Performance measurement KW - Quality assurance KW - Standardization KW - Strategic Highway Research Program KW - Surveys KW - Test procedures KW - Testing protocol KW - Winter maintenance UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-32deicinglabtest-f.pdf UR - http://www.clearroads.org/research-projects/downloads/08-32deicinglabtest-final-report.pdf UR - http://www.westerntransportationinstitute.org/documents/reports/4W1906_Final_Report.pdf UR - https://trid.trb.org/view/970589 ER - TY - RPRT AN - 01208073 AU - Federal Motor Carrier Safety Administration TI - Large Truck Crash Overview, 2008 PY - 2010/03 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on our Nations highways. Of the 37,261 people killed in motor vehicle crashes in 2008, 11% (4,229) died in crashes that involved a large truck. Another 90,000 people were injured in crashes involving large trucks. Only 16% of those killed and 26% of those injured were occupants of large trucks. KW - Crash causes KW - Crash injuries KW - Crash records KW - Fatalities KW - Heavy duty vehicles KW - Human factors in crashes KW - Traffic crashes KW - Traffic safety KW - Truck crashes UR - https://trid.trb.org/view/968934 ER - TY - RPRT AN - 01207876 AU - Fuhs, Chuck AU - Parsons Brinckerhoff AU - Federal Highway Administration TI - Synthesis of Active Traffic Management Experiences in Europe and the United States PY - 2010/03//Final Report SP - 35p AB - This synthesis report describes both US and European techniques in Active Traffic Management (ATM). The primary focus of this synthesis is on European experience, which in some cases dates back a number of years. This report provides a compilation of lessons learned, experiences, operational results, and benefits associated with active traffic management applications. The applications included for discussion are primarily those that include variable speed management (also called speed harmonization or lane control in Europe), shoulder or line management, junction control, and directional routing. The report concludes with a discussion of the potential benefits and challenges of a system-wide application of techniques to actively manage traffic and a listing of initial implementations of European strategies in the US. KW - Europe KW - Highway traffic control KW - Intersections KW - Managed lanes KW - Ramps (Interchanges) KW - Road shoulders KW - United States KW - Variable speed control KW - Variable speed limits UR - http://www.ops.fhwa.dot.gov/publications/fhwahop10031/fhwahop10031.pdf UR - http://ntl.bts.gov/lib/35000/35400/35434/fhwahop10031.pdf UR - https://trid.trb.org/view/967958 ER - TY - RPRT AN - 01207435 AU - Covalt, Margaret AU - Fisher, Monika AU - Hoerner, Todd AU - Raczkowski, Laura AU - Applied Pavement Technology, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Commonwealth of Pennsylvania Bureau of Aviation Pavement Evaluation Report PY - 2010/03//Final Report SP - 202p AB - As part of the Pennsylvania Department of Transportation’s (PennDOT's) airport pavement management efforts, the Bureau of Aviation (BOA) retained Applied Pavement Technology, Inc. (APTech), assisted by DY Consultants, to evaluate the condition of the pavements at 95 public-use airports and heliports and to update their existing airport pavement management system (APMS) originally implemented in 2001. The results of this project are presented in this report and can be used by the BOA and the Federal Aviation Administration (FAA) to identify, prioritize, and schedule pavement maintenance and rehabilitation actions at these airports. During this project, the conditions of the pavements were assessed using the FAA pavement condition index (PCI) methodology – the industry standard in aviation for visually assessing the condition of pavements. During a PCI evaluation, inspectors walk over the pavement and identify visible signs of deterioration. Pavement defects are characterized in terms of type of distress, severity level of distress, and amount of distress. This information is then used to develop a composite index (PCI number) that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). The PCI number provides an overall measure of condition and an indication of the level of maintenance or rehabilitation work that will be required to maintain or repair a pavement. The individual distress information (such as cracking, rutting, and so on) provides insight into what is causing the pavement to deteriorate, which in turn can be used to select the appropriate maintenance or rehabilitation action to correct the problem. PCI data also serve as the basis for an APMS – a computerized tool used to track pavement condition, identify pavement repair needs, and develop prioritized maintenance and rehabilitation programs with associated schedules and budgets. KW - Airport runways KW - Condition surveys KW - Deterioration KW - Pavement Condition Index KW - Pavement cracking KW - Pavement distress KW - Pavement management systems KW - Rutting UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Airport%20Pavement%20Management%20System.pdf UR - http://ntl.bts.gov/lib/34000/34200/34208/Airport_Pavement_Management_System.pdf UR - https://trid.trb.org/view/968389 ER - TY - RPRT AN - 01173872 AU - Shaheen, Susan A AU - Rodier, Caroline AU - Murray, Gail AU - Cohen, Adam AU - Martin, Elliot AU - San Jose State University AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Carsharing and Public Parking Policies: Assessing Benefits, Costs, and Best Practices in North America PY - 2010/03//Final Report SP - 90p AB - At present, local jurisdictions across North America are evaluating how best to provide parking spaces to carsharing vehicles in a fair and equitable manner. Some have initiated implementation of carsharing parking policies, and many continue to evolve as the demand and need for carsharing grows. Many others are seeking guidance on carsharing parking, based on the fledgling experience of other cities. This study documents the state of the practice with respect to carsharing and parking policies in North America. The study begins by providing background on the evidence of carsharing benefits and an overview of carsharing and parking policy internationally. This is followed, in Section Three, by a more detailed description of carsharing parking policies in North America that highlights key policy attributes, including parking allocation, caps, fees and permits, signage, enforcement, public involvement processes, and impact studies. In Section Four, in-depth case studies are presented for more advanced carsharing parking policies in the United States, including Philadelphia, Pennsylvania; Portland, Oregon; Washington, D.C.; and the San Francisco Bay Area and the Bay Area Rapid Transit (BART) District. In Section Five, the results of a survey exploring the public’s opinion about the provision of on-street parking for carsharing in the San Francisco Bay Area is presented. Finally, in Section Six, key results are summarized to provide policy guidance to local governmental agencies considering the implementation of carsharing parking policies. KW - Benefits KW - Best practices KW - Costs KW - Parking KW - Policy KW - State of the practice KW - Vehicle sharing UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/09-09/2612_Carsharing-Parking.pdf UR - https://trid.trb.org/view/929240 ER - TY - RPRT AN - 01173864 AU - Federal Highway Administration AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration TI - Current Uses of Web 2.0 Applications in Transportation: Case Studies of Select State Departments of Transportation PY - 2010/03 SP - 50p AB - “Web 2.0” is an umbrella term for websites or online applications that are user-driven and emphasize collaboration and user interactivity. The trend away from static web pages to a more user-driven Internet model has also occurred in the public sector, where these dynamic web pages are known as “government 2.0” applications. The goals of government 2.0 applications are to promote transparent governance and citizen involvement in decision-making, often through sharing government data online through web-based applications. Overall, web applications termed 2.0 are distinguished from earlier generation online resources because they emphasize: (1) Users’ participation in content creation, editing, or distribution. (2) The ability to provide customized information to users that is tailored to their specific interests, preferences, or requests. In this report, the term “2.0” is used to refer to both web 2.0 and government 2.0 applications, since both types of initiatives share similar functionalities, albeit government 2.0 websites focus specifically on user participation in a government context. This report presents and synthesizes the findings from seven case studies that assess how select state Departments of Transportation (DOTs) are applying 2.0 tools to meet various business objectives. The report identifies best practices, benefits, challenges, and lessons learned in the use of these technologies. It also describes the participating transportation agencies’ decision-making processes regarding the implementation and management of 2.0 applications. Observations made in the case studies are expected to support transportation officials in their efforts to consider the pros and cons of 2.0 use, as well as to determine how 2.0 tools might be best utilized. The project team case prepared case studies for DOTs in Massachusetts (MassDOT), Mississippi (MDOT), Missouri (MoDOT), North Carolina (NCDOT), Rhode Island (RIDOT), Texas (TxDOT), and Washington (WSDOT). KW - Benefits KW - Best practices KW - Challenges KW - Information systems KW - Interactive computer systems KW - Lessons learned KW - State departments of transportation KW - Web 2.0 KW - Web applications KW - Websites (Information retrieval) UR - http://www.gis.fhwa.dot.gov/documents/web20report/web20report.pdf UR - http://ntl.bts.gov/lib/35000/35700/35779/web20report.pdf UR - https://trid.trb.org/view/927797 ER - TY - RPRT AN - 01173228 AU - Eby, David W AU - Molnar, Lisa J AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - M-CASTL 2008 Synthesis Report: Volume 1, Older Adult Mobility PY - 2010/03//Annual Report SP - 37p AB - The purpose of the annual M-CASTL synthesis report is to identify short and long-term research needs that support M-CASTLs theme and reflect the United States (US) Department of Transportations (DOTs) and other National organizations transportation research agendas. The intent of the report is to synthesize current relevant knowledge to help focus the Centers research program and to maintain continuity over each year of the grant. The synthesis report also serves as the background for the annual M-CASTL Transportation Research and Education Conference. The report begins with a review of empirical findings indicating that older adults are at higher risk of a fatal crash and tend to suffer many negative consequences when driving privileges are taken away. Issues of aging and mobility are conceptualized as having three complementary and interdependent goals: (1) to understand and better manage the effects of medical conditions and medications on skills needed for safe driving; (2) to help those who are able to drive safely continue to do so; and (3) to identify and provide community mobility support to those who are no longer able or choose not to drive. The report reviews background and recent research in several areas related to the three goals: medical conditions; screening and assessment; law enforcement; rehabilitation; technology; roadway design; caregiver economics; and community mobility. The research reviewed was gathered from a search of articles published in 2009 through February, 2010 in several peer-reviewed journals and conference proceedings. The report builds upon three recent reviews of the aging and mobility literature (Eby, Molnar, & St. Louis, 2008; Eby, Molnar, & Kartje, 2009; Eby, Molnar, & Vivoda, 2009) and serves as a companion to those reports. KW - Aged KW - Aged drivers KW - Diseases and medical conditions KW - Highway design KW - Mobility KW - Technological innovations KW - Traffic safety KW - Transportation UR - http://m-castl.org/files/2010SynthesisReport-Vol1.pdf UR - https://trid.trb.org/view/927788 ER - TY - RPRT AN - 01172509 AU - Chaudhary, Neil AU - Leaf, William AU - Preusser, David AU - Casanova, Tara AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Guidelines to Observe and Estimate Statewide Seat Belt Use at Night PY - 2010/03 SP - 32p AB - Research has shown that nighttime seat belt use is lower than daytime use. There is also an overrepresentation of fatal crashes at night. Therefore a proper estimate of statewide nighttime seat belt use would be beneficial to understanding the problem of nighttime driving risk. Some early research efforts have attempted to provide such an estimate but these have fallen short in that they failed to address two issues related to a statewide night estimate: a decrease in traffic volume that is variable across functional class, and the large percentage of night traffic made up of commercial vehicles (particularly large trucks) primarily on higher volume roadways. This report provides States with options regarding how to estimate statewide seat belt use at night. It also provides a detailed description of how to conduct night observations. KW - Commercial vehicles KW - Data collection KW - Estimating KW - Field studies KW - Guidelines KW - Night KW - Observations KW - Seat belt use KW - Seat belts KW - States KW - Traffic volume KW - Trucks UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811288.pdf UR - https://trid.trb.org/view/933248 ER - TY - RPRT AN - 01167131 AU - Opiela, Ken AU - Samaha, Randa Radwan AU - Scullion, Paul AU - National Crash Analysis Center AU - Federal Highway Administration TI - California Motorcycle Crashes: Roadway and Rider Contributing Factors PY - 2010/03//Technical Summary SP - 3p AB - The number of motorcycle fatalities in the United States (US) has followed a consistently increasing trend from 1997 to 2007. The state of California has been the largest single contributor to the US fatalities total over that period. This paper provides an overview of the crash conditions and injury severity in both single motorcycle crashes and two-vehicle crashes involving motorcycles with a focus on roadway and rider factors. KW - California KW - Fatalities KW - Highway factors in crashes KW - Highway safety KW - Human factors in crashes KW - Injury severity KW - Motorcycle crashes KW - Motorcyclists KW - Multiple vehicle crashes KW - Single vehicle crashes UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926089 ER - TY - RPRT AN - 01167116 AU - Marzougui, Dhafer AU - Story, Christopher AU - Nix, Lilly AU - Kan, Cing Dao AU - Powers, Richard D AU - National Crash Analysis Center AU - Federal Highway Administration TI - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIB: Test Level 2 Crash Testing Results PY - 2010/03 SP - 154p AB - This report documents a series of five full-scale crash tests that were conducted at the Federal Highway Administration (FHWA) Federal Outdoor Impact Laboratory (FOIL). The purpose of the tests was to evaluate a new energy absorbing end-terminal design for steel backed timber (SBT) guardrails used by the National Park Service. The end-terminal was assessed in accordance to the NCHRP Report 350 at test level 2 (TL-2) impact conditions. Two end terminals were designed through computer simulations in an earlier phase of this study. The one selected for these tests was an energy absorbing, gating design. All five tests showed that end-terminal meets all recommendations of NCHRP Report 350 TL-2. KW - Energy absorbing materials KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - Impact tests KW - Timber UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926066 ER - TY - RPRT AN - 01167105 AU - Opiela, Ken AU - Samaha, Randa Radwan AU - Scullion, Paul AU - National Crash Analysis Center AU - Federal Highway Administration TI - US Single Motorcycle Crashes: An Overview of Roadside Hazards PY - 2010/03//Technical Summary SP - 3p AB - In the United States (US), motorcycle crash casualties have increased steadily since the mid 1990s, with motorcyclist fatalities more than doubling from a low in 1997. In 2008, 5,290 motorcyclists were killed in traffic, accounting for 14% of all crash fatalities (NHTSA 2009). Earlier research showed roadway departure crashes are disproportionately deadly; these crashes make up 19% of motorcycle crashes but result in 38% of fatalities, and have increased in numbers and become more severe in recent years (Samaha et al. 2007). The purpose of this study was to provide an overview of roadway hazards that contribute to the severity of single motorcycle crashes (SMC) in the US. KW - Fatalities KW - Highway factors in crashes KW - Highway safety KW - Motorcycle crashes KW - Motorcyclists KW - Ran off road crashes KW - Roadside hazards KW - Single vehicle crashes KW - United States UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926088 ER - TY - RPRT AN - 01167088 AU - Marzougui, Dhafer AU - Story, Christopher AU - Nix, Lilly AU - Kan, Cing Dao AU - Powers, Richard D AU - National Crash Analysis Center AU - Federal Highway Administration TI - Development of an Energy Absorbing End-Terminal for the Steel Backed Timber Guardrail Phase IIA: Design of TL 2 SBT End Treatment PY - 2010/03 SP - 49p AB - A new design for an end-treatment to the Steel Backed Timber Guardrail was developed using computer simulations. Detailed computer models of the test vehicles and varied end-terminal designs were used to assess the barrier performance under different test conditions. Several previous full-scale and components tests were used to validate the models. The end-terminal developed in this study is an energy-absorbing gating design meeting the NCHRP Report 350 Test Level 2 (TL2) impact conditions. Simulations of the seven recommended conditions for this type of barrier were carried out to ensure that the barrier meets all performance criteria before conducting the full-scale crash tests. The simulations showed that the end-terminal design meets all NCHRP report 350 safety performance recommendations. In addition to the NCHRP Report 350 cases, three simulations using the Manual for Assessing Safety Hardware (MASH) 2270P vehicle were conducted to evaluate the barrier performance with this heavier vehicle. The three simulations showed that the end-terminal meets the criteria for the TL2 impact conditions. KW - Energy absorbing materials KW - Guardrail terminals KW - Guardrails KW - Highway safety KW - Simulation KW - Timber UR - http://www.ncac.gwu.edu/research/reports.html UR - https://trid.trb.org/view/926065 ER - TY - SER AN - 01165085 JO - MTI Report AU - Pyeon, Jae-Ho AU - Park, Taeho AU - San Jose State University AU - California Department of Transportation AU - Research and Special Programs Administration TI - Improving Transportation Construction Project Performance: Development of a Model to Support the Decision-Making Process for Incentive/Disincentive Construction Projects PY - 2010/03//Final Report SP - 96p AB - A project time and cost performance simulation model is presented. The model provides a complete picture during the Incentive/Disincentive (I/D) contracting decision-making process of possible performance outcomes with probabilities based on historical data. The collected project data were evaluated using time and cost performance indices and then statistical data analysis was performed to identify important factors that influence construction project time performance. Using Monte Carlo simulation procedures, this study demonstrated a methodology for developing an I/D project time and cost performance prediction model. User-friendly visual interfaces were developed to perform the simulation and report results using Visual Basic Application programming. The developed model was validated using additional cases of transportation construction projects. Based on statistical analysis, this research found that several project factors influence I/D contracting performance: contract type, project type, district, project size, project length, maximum incentive amount, and daily I/D amount. In conclusion, the developed model will assist decision-making and will promote the efficient use of I/D contracting. KW - Construction management KW - Construction projects KW - Costs KW - Decision support systems KW - Disincentives KW - Incentives KW - Project management UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/2801%20-%20Improving%20Transportation%20(with%20Covers).pdf UR - https://trid.trb.org/view/925730 ER - TY - RPRT AN - 01164856 AU - Bennert, Thomas AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Forensic Testing of Stone Matrix Asphalt Rubber Material PY - 2010/03//Final Report SP - 27p AB - The project encompassed forensic testing on extracted cores of the stone matrix asphalt rubber (SMAR) material placed on I295. Cores were provided to the Rutgers Asphalt/Pavement Laboratory (RAPL) via Advanced Infrastructure and Design (AID). Performance testing on cores determined the following volumetric and mechanical properties: bulk specific gravity and air voids, permeability, fatigue cracking, rutting resistance and moisture sensitivity. KW - Air voids KW - Asphalt rubber KW - Cores (Specimens) KW - Fatigue cracking KW - Moisture sensitivity KW - Performance tests KW - Permeability KW - Rutting KW - Specific gravity KW - Stone matrix asphalt UR - http://cait.rutgers.edu/files/SMAR-RU0473_0.pdf UR - http://ntl.bts.gov/lib/33000/33500/33579/SMAR-RU0473_0.pdf UR - https://trid.trb.org/view/925816 ER - TY - SER AN - 01164237 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Peng, Fan AU - Ouyang, Yanfeng AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Pavement Program Planning based on Multi-Year Cost-Effectiveness Analysis PY - 2010/03//Research Report SP - 33p AB - Many traditional planning procedures tend to postpone maintenance, repair, and rehabilitation (MR&R) work until the pavement facility becomes significantly deteriorated. Any repair and rehabilitation work carried out after significant deterioration of the pavement turns out to be time consuming and not cost effective. The Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) have been actively promoting preventive maintenance policies to state DOTs. Such proactive policies prescribe less-costly treatments for pavement facilities in order to prevent severe deterioration from occurring. This research project aims to develop such a cost effective planning procedure for the State of Illinois. The objective of this study is to develop an advanced pavement program planning procedure based on multi-year cost-effectiveness analysis. As a part of this project, a study on existing successful pavement management programs was conducted to understand the state of practice. Effective (yet simple) mathematical models have been developed to support pavement program planning practices. The developed models incorporate the concept of cost effective ranking for pavement program planning and would help in making decisions that focus on preventive maintenance. A spreadsheet-based software has been developed to serve as a decision-making support tool that facilitates the planning process. This software will help IDOT officials to easily incorporate the developed mathematical ranking models into their routine pavement maintenance planning process. The outcomes of this project (planning models and decision-support software) will help IDOT staff (i) make better decisions on the cost-effectiveness of MR&R activities and (ii) facilitate cost effective highway preservation and improvement in Illinois. KW - Cost effectiveness KW - Decision making KW - Illinois KW - Mathematical models KW - Pavement maintenance KW - Pavement management systems KW - Preventive maintenance KW - Programming (Planning) KW - Software UR - http://hdl.handle.net/2142/45953 UR - https://trid.trb.org/view/923688 ER - TY - RPRT AN - 01164229 AU - Yin, Weihao AU - Murray-Tuite, Pamela AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Link State Relationship under Incident Conditions: Using CTM-based Linear Programming Dynamic Traffic Assignment Model PY - 2010/03//Final Report SP - 40p AB - Urban transportation networks, consisting of numerous links and nodes, experience traffic incidents such as accidents and road maintenance work. A typical consequence of incidents is congestion which results in long queues and causes high travel time variability. In order to combat the negative effects due to congestion, various mitigation strategies have been proposed and implemented in the United States and worldwide. The effectiveness of these congestion mitigation strategies for incident conditions largely depends on the accuracy of information regarding network conditions. Therefore, an efficient and accurate procedure to determine the link states, reflected by flows and density over time, is essential to incident management. This research project constructs a user equilibrium Dynamic Traffic Assignment (DTA) model using linear programming (LP) that incorporates the Cell Transmission Model (CTM) to evaluate the temporal variation of flow and density over links, which accurately reflect the link states of a transportation network. The proposed model adopts a scheme of bi-level optimization in which the upper level program determines the flows over the network while the lower level program (CTM) propagates flows according to widely-accepted traffic flow theory. Encapsulation of the CTM equips the model with the capability of accepting inputs of incidents like duration and capacity reduction. Moreover, the proposed bi-level model is capable of handling multiple origin-destination (OD) pairs, which is a strength that most LP-based DTA models do not possess. By using this model, the temporal variation of flows over links can be readily evaluated and thus it can be used to predict the time-dependent link states. The results of numerical examples show that the flow pattern preserves the user equilibrium principle and satisfies the First-In- First-Out (FIFO) condition. The link-based encapsulation of CTM is able to temporally capture the queue between links and fully mimics the spillback within links. The flow pattern resultant from the proposed LP-DTA procedure can be transformed to density variation diagrams of links. These visualized density predictions provide insights to link state relationships by graphically describing the states of all the links of a transportation network. The impact of incidents on links can be reflected by their density and flow variations during and after the incidents. The results of the numerical examples, by isolating the effects of the incident, show that the parallel routes of a specific OD pair display the relationship of substituting for each other, which is consistent with general expectations. A closer examination over the density variations confirms the existence of a substitution relationship between the unshared links of the two routes connecting an OD pair. Quantitative information about the additional traffic on the diversion route in terms of amount and duration of diverted traffic is also obtained. Two levels of application of link state relationships are identified for real-world situations. Information about link states for different incident scenarios can be aggregated and mined to derive general patterns for the link state relationships. These patterns can be used as general guidance for incident management purposes. A microscopic level of application involves usage of flow and density predictions for a specific incident to determine which specific incident management strategy (e.g. opening the HOV lane to all traffic or changing signal timing) is most beneficial. KW - Dynamic traffic assignment KW - Incident management KW - Linear programming KW - Links (Networks) KW - Origin and destination KW - Traffic flow KW - Traffic models UR - http://www.mautc.psu.edu/docs/VT-2008-07.pdf UR - https://trid.trb.org/view/921551 ER - TY - SER AN - 01164204 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Tegge, Robert A AU - Jo, Jang-Hyeon AU - Ouyang, Yanfeng AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development and Application of Safety Performance Functions for Illinois PY - 2010/03//Research Report SP - 181p AB - This report explains the procedure involved in developing Safety Performance Functions (SPF) for the road segments and intersections in the state of Illinois, under the jurisdiction of the Illinois Department of Transportation. SPFs predict the relationship among traffic, geometric conditions of the road and crash density, crash severity, and crash type. The SPFs are developed in such a way that they can be easily incorporated into the SafetyAnalyst tool that is being developed by FHWA to analyze and improve the safety of road elements. The SPFs are used to calculate a given site’s Potential for Safety Improvement (PSI) and thus help in identifying the locations that have the highest potential for improvement. A literature review was conducted as a part of the study to identify the methodology that would be needed. The literature review included studies on identifying the statistical techniques best suited for the requirement and identifying road element variables that have to be considered while developing SPFs. This report also includes the background and rationale behind the use of techniques such as Empirical Bayesian method, Sliding Window technique, and other such procedures that have been used in the analysis. As part of the study, road segments and intersections were classified into peer groups such that members of a peer group would have homogenous characteristics. Network Screening was conducted for all state-maintained (marked and unmarked) routes to identify high-crash locations, which directly supports the development of the 2008 Illinois Five Percent Report to FHWA. This project also develops a VBA (Visual Basic for Applications) software tool that can be directly used by Illinois Department of Transportation (IDOT) officials to update SPFs and PSI screening in the future. This tool incorporates the statistical and computation models in an easy-to-use Excel spreadsheet environment. The software also automates the decision support process for identifying high crash sites in the Illinois roadway network. The system requirements and the procedure involved in using the software are explained in this report. KW - Countermeasures KW - Crash characteristics KW - Highway factors in crashes KW - Highway safety KW - Illinois KW - Safety performance functions KW - Software KW - Traffic crashes UR - http://hdl.handle.net/2142/45952 UR - https://trid.trb.org/view/923682 ER - TY - RPRT AN - 01164063 AU - Lomax, Tim AU - Wang, Bruce AU - Schrank, David AU - Eisele, William AU - Turner, Shawn AU - Ellis, David AU - Li, Yingfeng AU - Koncz, Nick AU - Geng, Lauren AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Improving Mobility Information with Better Data and Estimation Procedures PY - 2010/03//Final Report SP - 90p AB - The Texas Transportation Institute (TTI) continues to be a national leader in providing congestion and mobility information. The information produced by TTI is used to communicate the issues of urban mobility at all levels of government in the U.S. and by both industry and non‐industry professionals when discussing mobility topics. The transportation field continues to evolve with more technological advancements affecting travel on the roadways and the data collected. This project incorporates the speed data from some of these new technologies into the Urban Mobility Report (UMR) to ensure that the report remains the preeminent source on the subject. The 2009 Urban Mobility Report will utilize the current speed estimation methodology, but future reports may be able to incorporate some archived speed information in place of the current estimated speeds. With the fuel price increases of the past few years, an updated analysis of the effects of fuel price fluctuations on travel demand and congestion are being included in the UMR. TTI has developed a methodology for estimating the commodities that are flowing in trucks and the associated traffic delay throughout our nation’s cities. However, at this time, it is unclear how to utilize this information in decision‐making. Some analysis is being performed to determine how to utilize this truck commodity flow information. KW - Commodity flow KW - Fuel prices KW - Mobility KW - Speed data KW - Traffic congestion KW - Traffic delays KW - Travel demand KW - Urban areas UR - http://utcm.tamu.edu/publications/final_reports/Lomax_09-17-09.pdf UR - http://ntl.bts.gov/lib/33000/33700/33760/Lomax_09-17-09.pdf UR - https://trid.trb.org/view/924647 ER - TY - SER AN - 01163256 JO - PATH Research Report PB - University of California, Berkeley AU - Jia, Xudong AU - Gerfen, Jeff AU - Hockaday, Neil AU - Chapman, Bruce AU - University of California, Berkeley AU - University of California, Berkeley AU - California Department of Transportation AU - California Polytechnic State University, Pomona AU - California Polytechnic State University, San Luis Obispo AU - Federal Transit Administration TI - Cal Poly Pomona EDAPTS Test Deployment PY - 2010/03//Final Report SP - 42p AB - The Efficient Deployment of Advanced Public Transportation Systems (EDAPTS) demonstration assessed the viability of using the EDAPTS procurement, installation, verification, and validation processes in a small transit environment to reduce the cost of ownership for technology solutions. Modified systems engineering processes were used to deploy an Intelligent Transportation System (ITS) solution on the Cal Poly Pomona Bronco Express campus bus system. This report provides a summary of methodologies used, outcomes, findings, recommendations and lessons learned stemming from the demonstration. The report explains the use of a modified version of the Federal Highway Administration (FHWA) Systems Engineering “V-model” that helped the research team and stakeholders coalesce with a common understanding of expectations of what the procured system needed to do. The EDAPTS procurement process used by Bronco Express demonstrated a practical procurement and bidding methodology useful to small and medium transit agencies when acquiring ITS solutions. It also summarizes procedures that are effective for installing and testing lower-cost ITS systems and provides a practical methodology for verifying and validating them. KW - Advanced public transportation systems KW - Bus transit KW - California Polytechnic State University, Pomona KW - Campus transportation KW - Costs KW - Procurement KW - Public transit KW - Testing UR - https://merritt.cdlib.org/d/ark%3A%2F13030%2Fm52r3t9p/2/producer%2FPRR-2010-08.pdf UR - https://trid.trb.org/view/919836 ER - TY - RPRT AN - 01163227 AU - Dbindsa, Albinder AU - Spiller, Neil C AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration AU - Federal Highway Administration TI - Traffic Analysis Toolbox Volume X: Localized Bottleneck Congestion Analysis: Focusing on What Analysis Tools Are Available, Necessary, and Productive for Localized Congestion Remediation PY - 2010/03 SP - 30p AB - In the past, much, or all, of recurring congestion was felt to be a systemic problem ("not enough lanes") but much of the root cause of recurring congestion is in fact subordinate locations within a facility; i.e., "bottlenecks" and chokepoints. Elsewhere on the same facility and during the same hours, the facility runs free. This document is meant to discuss when, where and how to study small, localized sections of a facility (e.g., on/off ramps, merges, lane drops, intersections, weaves, etc.) in cost-effective means. Some chokepoints are (or seem) obvious in their solution; add a turn lane, widen a stretch of highway, retime a signal, or separate a movement by ramp. However, the solution can often lead to hidden or supplementary problems; hidden bottlenecks, disruptions upstream, or undue influence on abutting accesses, etc. Analyzing localized sections of highway is different from analyzing entire corridors or regions. Microsimulation analysis products vary in their target applications and purported results. This document will provide guidance that specifies the choice of analysis tools and inputs necessary to analyze localized problem areas. It also provides some guidance as to when analysis it warranted, and what data inputs are required. KW - Bottlenecks KW - Microsimulation KW - Traffic analysis tools KW - Traffic congestion KW - Traffic mitigation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09042/fhwahop09042.pdf UR - https://trid.trb.org/view/923860 ER - TY - RPRT AN - 01163226 AU - Wiegand, Paul D AU - Cable, James K AU - Cackler, Tom AU - Harrington, Dale AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Improving Concrete Overlay Construction PY - 2010/03//Final Report SP - 189p AB - Several road construction projects involving concrete overlays at the state and county levels in Iowa in 2009 were studied for construction techniques and methods. The projects that were evaluated consisted of sites in four Iowa counties: Osceola, Worth, Poweshiek, and Johnson counties. The construction techniques and methods that were studied included concrete overlays and material usage. By evaluating these methods, highway agencies can explore different ways of making road construction less costly and can minimize the amount of time that the traveling public is exposed to road construction. Research conclusions are offered in the following areas: Longitudinal joint formation; Global Positioning System mapping of pavement surfaces for concrete surface profile and quantity calculations; Milling; Slipform paver machine control; Stringless paving; Geotextile bond breakers; Concrete opening strength requirement for local traffic use; Traffic control for one- and two-lane overlay construction; Overlay construction operation timing; and Falling weight deflectometer testing. KW - Concrete overlays KW - Construction management KW - Construction projects KW - Falling weight deflectometers KW - Geotextiles KW - Global Positioning System KW - Iowa KW - Longitudinal joints KW - Milling KW - Road construction KW - Slip form paving KW - Stringless paving KW - Work zone traffic control UR - http://publications.iowa.gov/id/eprint/20076 UR - http://www.intrans.iastate.edu/reports/TR-600_report.pdf UR - https://trid.trb.org/view/923853 ER - TY - RPRT AN - 01163059 AU - Justus, Henry G AU - Chesner, Warren H AU - Chesner Engineering, P.C. AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Best Practices for Architectural Pavement Treatments PY - 2010/03//Final Report SP - 74p AB - Architectural Pavement Treatments are special treatments applied to pavements to enhance the aesthetic character of the pavement and the surrounding environs in which they are applied. They achieve this objective by imparting special colors and/or patterns to the roadway, typically applied at crosswalk locations, traffic circles to highlight and delineate the selected areas. This report presents the findings and conclusions of an evaluation of the design and construction procedures and the performance of Architectural Pavement Treatments on New York State roadways. Three categories of treatments were considered in the evaluation. They include Textured Thermoplastic Inlays, Textured Hot Applied Polymer Surface and Epoxy/Polymer Binder. The evaluation was undertaken through surveys of vendors/suppliers of the treatments, surveys of State and local government agencies that previously used these treatments, surveys of selected New York State sites, where the treatments have been employed, and a review of existing specifications. Based on the results of the investigation a Best Practice Guideline was prepared and is included as an Appendix to this report. KW - Aesthetics KW - Best practices KW - Color KW - Crosswalks KW - Epoxy resins KW - Local government agencies KW - New York (State) KW - Pattern design KW - Pavement design KW - Polymer modified binders KW - Polymers KW - Specifications KW - State government agencies KW - Surveys KW - Thermoplastic inlays KW - Traffic circles KW - Vendors UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-18%20Final%20Report UR - https://trid.trb.org/view/923608 ER - TY - RPRT AN - 01162926 AU - Zuschlag, Michael AU - Chandra, D AU - Helleberg, J AU - Estes, S AU - Volpe National Transportation Systems Center AU - Research and Special Programs Administration AU - Federal Aviation Administration TI - Symbols for Cockpit Displays of Traffic Information PY - 2010/03 SP - 78p AB - A web-based study assessed pilots ability to learn and remember traffic symbols that may be shown on a Cockpit Display of Traffic Information (CDTI). These displays convey data obtained from Automatic Dependent Surveillance-Broadcast (ADS B) and related Aircraft Surveillance Applications System (ASAS) technologies, as well as other surveillance data sources. Three aspects of using the traffic symbols were evaluated: intuitiveness, ease of learning, and ease of remembering the symbols. Four symbol sets were tested, each with approximately 22 symbols. Each participant saw only one of the four symbol sets. The sets used different visual features of the traffic symbol to represent the Directionality, Data Quality, Air/Ground State, Alert Level, Selection State, and Pairing State of nearby aircraft. A total of 623 pilots with a broad range of experience participated. Results showed that while some conventions are well understood, such as the use of red and yellow for warnings and cautions (respectively), other conventions may be confusing and should be avoided. Results of the study were considered by a Federal Advisory Committee that develops standards for these traffic displays (RTCA Special Committee 186). KW - Air traffic control KW - Aircraft operations KW - Aircraft pilotage KW - Approach control KW - Cockpit display of traffic information KW - Cockpits KW - Crash avoidance systems KW - Human factors in crashes KW - Warning systems UR - https://trid.trb.org/view/920714 ER - TY - RPRT AN - 01162414 AU - Federal Transit Administration TI - Downtown Dallas Transit Study, Dallas CBD alternatives analysis : environmental impact statement PY - 2010/03//Volumes held: Draft, Draft Appendix(fol) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/923400 ER - TY - RPRT AN - 01162221 AU - Federal Highway Administration TI - Elgin O'Hare-West Bypass Project, tier one : environmental impact statement PY - 2010/03//Volumes held: Draft(2v), Final(2v) KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/923207 ER - TY - RPRT AN - 01162165 AU - Federal Highway Administration TI - SR 502 corridor widening project : environmental impact statement PY - 2010/03//Volumes held: Draft, Draft Appendix, Final, Final Appendix KW - Environmental impact statements UR - https://trid.trb.org/view/923151 ER - TY - RPRT AN - 01162135 AU - Federal Transit Administration TI - Silicon Valley Rapid Transit Corridor : environmental impact statement PY - 2010/03//Volumes held: Draft(2v), Final(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/923121 ER - TY - RPRT AN - 01162049 AU - Federal Highway Administration TI - US-127/SR-28 improvements from I-40 at Crossville to SR-62 at Clarkrange, Cumberland and Fentress counties : environmental impact statement PY - 2010/03//Volumes held: Draft, Draft AppendixF-R, Final KW - Environmental impact statements KW - Tennessee UR - https://trid.trb.org/view/923033 ER - TY - RPRT AN - 01162043 AU - Federal Highway Administration TI - US 290 corridor from FM 2920 to IH 610 : environmental impact statement PY - 2010/03//Volumes held: Draft(2v), Final(3v) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/923027 ER - TY - RPRT AN - 01162035 AU - Federal Highway Administration TI - US-95 Garwood to Sagle, Kootenai and Bonner counties : environmental impact statement PY - 2010/03//Volumes held: D,Dsum,F,Fapp,B1 Biological assessment, B2 Wetland delineation report, B3 Archaeological and historical survey report addenda, B4 Technical noise report and technical report addenda, B5 Cultural resources assessment(4v) KW - Environmental impact statements KW - Idaho UR - https://trid.trb.org/view/923019 ER - TY - RPRT AN - 01162027 AU - Federal Highway Administration TI - NC 24, Cumberland, Sampson, and Duplin counties : environmental impact statement PY - 2010/03//Volumes held: Draft, Final KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/923011 ER - TY - RPRT AN - 01160583 AU - Glitman, Karen AU - University of Vermont, Burlington AU - Federal Highway Administration AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Transportation Workforce Development at Community Colleges PY - 2010/03 SP - 35p AB - Community college participation and endorsement will be integral to the success of a National Transportation Workforce Development Strategy. The University of Vermont Transportation Research Center (TRC) analyzed the results of a survey conducted with the American Association of Community Colleges (AACC) that sought to quantify existing community colleges’ programs, infrastructure and partnerships preparing students for careers in transportation. Building upon data from this survey, the TRC has analyzed what transportation training exists at community colleges today and how that curriculum is supported by both investments in specialized equipment and through strategic partnerships. As detailed in this report: 1) The majority of schools reported having programs that develop skills relevant to the transportation sector, especially general skills (finance, technologies, operations and maintenance) that are transferrable to non-transportation industries; 2) Where schools are planning to expand or initiate transportation curriculum, it is primarily in technical areas, such as engineering, where the skills may extend to sectors other than transportation; 3) Similarly, where schools indicated having specialized equipment, most of the investment was for tools that could be leveraged beyond transportation studies, and few schools reported owning or having access to transportation-specific equipment, such as training ships, rail cars, or airplane fuselages; and 4) The majority of schools reported having strategic partnerships with other schools; federal, state, and municipal government entities; and private companies – supporting their transportation-related efforts. Collectively, these data suggest that there is a solid foundation within community colleges to deliver transportation-related training, but that additional investment and coordination likely will be necessary to support future workforce needs. To that end, this report lays out both best practices for community colleges looking to increase their transportation programs and recommendations for how the U.S. Department of Transportation can best stimulate and support the evolution of community colleges as a key pillar in the transportation workforce development infrastructure. KW - Best practices KW - Community colleges KW - Curricula KW - Education and training KW - Equipment KW - Partnerships KW - Recommendations KW - Surveys KW - Transportation careers KW - Universities and colleges KW - Workforce development UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-10-002.pdf UR - https://trid.trb.org/view/921471 ER - TY - RPRT AN - 01160559 AU - Lane, D Stephen AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Effect of Wet Curing Duration on Durability Parameters of Hydraulic Cement Concretes PY - 2010/03//Final Report SP - 46p AB - Hydraulic cement concrete slabs were cast and stored outdoors in Charlottesville, Virginia, to study the impact of wet curing duration on durability parameters. Concrete mixtures were produced using portland cement, portland cement with slag cement, and portland cement with Class F fly ash concretes with water–cementitious materials ratios (w/cm) of 0.45 and 0.35. These concretes were subjected to immediate liquid membrane-forming curing (LMFC) or 1, 3, 7, or 14 days wet curing. Two slabs were cast for each of the wet curing durations. Following the curing period, one slab was allowed to dry naturally, and LMFC compound was applied to the other. Three additional concretes containing saturated lightweight fine aggregate were produced to study the potential impact of internal curing on the durability parameters. These concretes contained portland cement with fly ash, silica fume, and both, at 0.35 w/cm. Three slabs were cast from each mixture and subjected to LMFC, 1 or 3 days wet curing. The slabs were instrumented with humidity probes at two depths below the surface. Specimens were removed from two depths and tested for tensile strength, electrical conductivity, and sorptivity at 3 and 12 months of age. The success rate of the humidity measurements within the slabs was low because of water condensation. However, water condensation qualitatively indicates that the slabs did not dry out to an extent that would adversely impact concrete property development. Neither the strength, electrical conductivity, nor sorptivity results were impacted appreciably by the duration of moist curing. At most, 1 to 3 days wet curing was sufficient. Reducing w/cm had a positive impact on reducing permeability parameters, and previous work by others has shown the duration of curing needed to achieve discontinuity in the capillary pore system decreases with decreasing w/cm. No added benefit was observed by application of LMFC following the wet curing. The prevailing weather conditions in the months during and following placement were humid, which would obviate any benefit from post wet-curing applications of LMFC compound to slow drying. Prevailing weather conditions and the w/cm of the concrete mixture are important factors in determining adequate curing procedures and duration and should be considered by the project management team at the time of construction to establish appropriate procedures. A direct cost savings could be realized by removing the requirement for wet curing and using LMFC only in situations where it is likely to benefit the curing process. Alternatively, there may be long-term benefits that could be realized by applying these cost savings to the application of penetrating sealers, particularly for concretes that will be subjected early in their life to aggressive anti-icing and deicing programs. KW - Concrete KW - Concrete curing KW - Concrete sorptivity KW - Cost effectiveness KW - Electrical conductivity KW - Fly ash KW - Hydraulic cement KW - Liquid membranes KW - Moist curing KW - Portland cement concrete KW - Slag cement KW - Tensile strength KW - Water cement ratio KW - Weather conditions UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r11.pdf UR - https://trid.trb.org/view/921286 ER - TY - RPRT AN - 01160558 AU - Eby, David W AU - Molnar, Lisa J AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - M-CASTL 2010 Synthesis Report—Volume 1: Older Adult Safety and Mobility PY - 2010/03//Annual Report SP - 37p AB - The purpose of the annual Michigan Center for Advancing Safe Transportation throughout the Lifespan (M-CASTL) synthesis report is to identify short and long-term research needs that support M-CASTL’s theme and reflect the U.S. Department of Transportation’s and other national organizations' transportation research agendas. The intent of the report is to synthesize current relevant knowledge to help focus the Center’s research program and to maintain continuity over each year of the grant. The synthesis report also serves as the background for the annual M-CASTL Transportation Research and Education Conference. The report begins with a review of empirical findings indicating that older adults are at higher risk of a fatal crash and tend to suffer many negative consequences when driving privileges are taken away. Issues of aging and mobility are conceptualized as having three complementary and interdependent goals: (1) to understand and better manage the effects of medical conditions and medications on skills needed for safe driving; (2) to help those who are able to drive safely continue to do so; and (3) to identify and provide community mobility support to those who are no longer able or choose not to drive. The report reviews background and recent research in several areas related to the three goals: medical conditions; screening and assessment; law enforcement; rehabilitation; technology; roadway design; caregiver economics; and community mobility. The research reviewed was gathered from a search of articles published in 2009 through February, 2010 in several peer-reviewed journals and conference proceedings. The report builds upon three recent reviews of the aging and mobility literature (Eby, Molnar, & St. Louis, 2008; Eby, Molnar, & Kartje, 2009; Eby, Molnar, & Vivoda, 2009) and serves as a companion to those reports. KW - Aged KW - Aged drivers KW - Aging (Biology) KW - Diseases and medical conditions KW - Driver licensing KW - Driver rehabilitation KW - Driving KW - Driving cessation KW - High risk drivers KW - Law enforcement KW - Medication KW - Mobility KW - Research KW - Research needs KW - Syntheses KW - Technology UR - http://m-castl.org/files/2010SynthesisReport-Vol1.pdf UR - https://trid.trb.org/view/921330 ER - TY - RPRT AN - 01160554 AU - Miller, John S AU - Garber, Nicholas J AU - Kamatu, Josephine N AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Incorporating Safety into the Regional Planning Process in Virginia: Volume I: Development of a Resource Guide PY - 2010/03//Final Report SP - 60p AB - The Federal Highway Administration argues that one way to reduce substantially the annual $230 billion national societal cost of motor vehicle crashes is to incorporate safety directly into the long-range transportation planning process. Because much of this planning in Virginia is conducted by metropolitan planning organizations (MPOs) and planning district commissions (PDCs), it is appropriate to determine ways in which the Virginia Department of Transportation (VDOT) (which generally is responsible for roadway safety) may work with these organizations to integrate safety and planning. A survey of Virginia MPOs/PDCs conducted in this study revealed a healthy interest in such integration: 83% of respondents included safety in their planning goals and objectives, 61% involved citizens in safety planning, and 86% (of those answering the particular question) indicated safety is a factor (or in the case of one respondent, the only factor) used to prioritize projects in the long-range plan. The survey also identified several barriers to such integration. Although respondents cited a lack of dedicated safety funding as the largest obstacle, other barriers cited included the difficulty of obtaining of crash data and a lack of adequate training for staff in areas such as geometric design, crash data acquisition, and human factors. Further, 44% of respondents [who answered the particular question] noted that before/after studies are not conducted to determine the efficacy of safety-related projects. Accordingly, this study developed a Virginia-specific resource guide that VDOT district planning staff, MPOs, and PDCs can use to enhance the integration of safety into the planning process. This report (Volume I) describes the process used to develop the guide; the guide itself is provided in Volume II. The guide promotes the incorporation of safety into the planning process by providing numerous, specific examples rather than by exhorting agencies to perform such coordination. Virginia is a diverse state composed of urban, suburban, and rural regions with varying degrees of reliance on local and state crash data systems. As a consequence, the opportunities to integrate safety and planning are themselves diverse, as reflected in the guide. Many solutions presented in the guide are feasible in some situations but not in others. For example, widening substandard high-speed travel lanes may be productive in a rural area, whereas an urban location might benefit from a reduction in the number of vehicle lanes and the addition of a bicycle path. Further, the guide identifies 16 funding sources for safety-related projects given that no funding source has universal applicability. By necessity, therefore, of the diverse examples provided in the guide, only some may be suitable for a given region. KW - Financial sources KW - Highway safety KW - Long range planning KW - Metropolitan planning organizations KW - Planning commissions KW - Resource guides KW - Surveys KW - Transportation planning KW - Virginia KW - Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r14.pdf UR - http://ntl.bts.gov/lib/56000/56100/56144/VA10-R14.PDF UR - https://trid.trb.org/view/921312 ER - TY - RPRT AN - 01159590 AU - Jarossi, Linda AU - Matteson, Anne AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Buses Involved in Fatal Accidents Factbook 2007 PY - 2010/03//Special Report SP - 71p AB - This document presents aggregate statistics on buses involved in traffic accidents in 2007. The statistics are derived from the Buses Involved in Fatal Accidents (BIFA) file, compiled by the University of Michigan Transportation Research Institute. The BIFA database is a census of all buses involved in a fatal accident in the United States, and provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey. KW - Buses KW - Buses Involved in Fatal Accidents KW - Fatalities KW - Fatality Analysis Reporting System KW - Statistics KW - Traffic crashes KW - Trend (Statistics) UR - http://deepblue.lib.umich.edu/handle/2027.42/71382 UR - https://trid.trb.org/view/920142 ER - TY - RPRT AN - 01159487 AU - Nassif, Hani AU - Suksawang, Nakin AU - Lewis, Rod AU - Najm, Husam AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Bridge Deck Cracking and Composite Action Analyses PY - 2010/03//Final Report SP - 54p AB - According to the American Society of Civil Engineers Report Card (ASCE, 2005), United States infrastructure received a grade point average of "D" (i.e., poor rating) in 2005. Moreover, the National Bridge Inventory (Federal Highway Administration, 2004) revealed that of more than 594,470 bridges in the US, about 150,981 (25.4%) are considered structurally deficient or functionally obsolete. Hence, major decisions must be made to allocate the limited funds available for repair, rehabilitation, and replacement. The vast majority of deficient bridges will require at least partial or full concrete deck replacement. Accordingly, many state departments of transportation expend significant effort and resources on the construction of durable reinforced concrete bridge decks. Previous research indicates that the development of transverse cracking in newly constructed concrete bridge decks continues to be a nationwide problem. In this study, three potential causes of cracking are investigated: 1) excessive restraint of the placed concrete, 2) design for deflection, and 3) high-strength gain of the concrete. Various bridge types were considered and modeled using the finite element (FE) computer program, ABAQUS. The FE model included the effect of shear studs, concrete strength, live load on the placement of concrete in existing bridges, and deflection limits. Existing data and results from this research indicate that the shear studs, concrete strength, and rebar locations have very little effect on bridge deck cracking. Depending on concrete pouring sequence, construction scenarios, and truck weight spectra, loading from adjacent truck traffic may lead to bridge deck cracking. To control bridge deck flexibility that causes an increase in concrete tensile stresses, new bridges with high-strength steel in excess of 70 ksi need to be designed with New Jersey Department of Transportation deflection limits. KW - ABAQUS (Computer program) KW - Bridge decks KW - Composite action KW - Cracking KW - Finite element method KW - High strength steel KW - Reinforced concrete KW - Tensile stresses UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-010.pdf UR - https://trid.trb.org/view/920026 ER - TY - RPRT AN - 01159482 AU - Chatman, Daniel G AU - DiPetrillo, Stephanie E AU - Alan M. Voorhees Transportation Center AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Eliminating Barriers to Transit-Oriented Development PY - 2010/03//Final Report SP - 81p AB - Transit-oriented development refers to dense, mixed-use development near transit facilities, particularly denser housing development. Achieving such density is a politically difficult goal. In New Jersey, the main barriers are community concerns about the potential of new development to cause parking problems, increased traffic, and negative fiscal impacts because of increased school enrollments. This report provides evidence comparing the auto use, auto ownership, parking use, and school enrollment of residents of new housing near rail stations with those of households living in older housing near rail stations as well as households living farther away in both old and new housing. Data collection consisted of structured interviews; a field audit of parking supply and occupancy; and, a survey of households. Residents of new housing constructed close to a rail station have fewer children than households residing in new housing more than a half mile from stations, or households in older housing regardless of location. Auto ownership and auto commuting are correlated much more strongly with housing type and tenure, with on-street parking availability, and with the larger geographical context than with rail station access. KW - Access KW - Automobile ownership KW - Automobile travel KW - Children KW - Data collection KW - Development density KW - Households KW - Housing KW - Interviewing KW - New Jersey KW - Parking KW - Public transit KW - Residential density KW - Surveys KW - Transit oriented development UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-002.pdf UR - https://trid.trb.org/view/920038 ER - TY - RPRT AN - 01159366 AU - Kanneganti, Sri AU - Desai, Tushar AU - Bentley Systems, Incorporated AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Electronic Automation of LRFD Design Programs PY - 2010/03//Final Report SP - 24p AB - The study provided electronic programs to the Wisconsin Department of Transportation (WisDOT) for designing prestressed girders and piers using the Load and Resistance Factor Design (LRFD) methodology. The software provided is intended to ease the transition to LRFD for WisDOT design engineers. In addition to the software program, staff training was provided via Webinar and a User Manual was delivered. KW - Bridge design KW - Bridge piers KW - Computer program documentation KW - Girders KW - Load and resistance factor design KW - Prestressed concrete KW - Software KW - Training KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53034/Final%2520Report%252005-03.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/05-03lrfddesignsoftware-f1.pdf UR - https://trid.trb.org/view/919905 ER - TY - RPRT AN - 01159362 AU - Wen, Haifang AU - Li, Xiaojun AU - Martono, Wilfung AU - Washington State University, Pullman AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Performance Assessment of Wisconsin’s Whitetopping and Ultra-thin Whitetopping Projects PY - 2010/03//Final Report SP - 133p AB - Whitetopping overlay is a concrete overlay on the prepared existing hot mix asphalt (HMA) pavement to improve both the structural and functional capability. It’s a relatively new rehabilitation technology for deteriorated HMA. If the slab thickness is less or equal to 4 in., it is referred to as ultra-thin whitetopping (UTW). “WT” is used to refer to concrete overlay thicker than 4 in. In this research, the term “whitetopping” is used to refer to both WT and UTW in general. The primary objectives of this study are to catalog the WT and UTW projects in Wisconsin, document pertinent design and construction elements, assess performance and estimate a service life of these projects. A comprehensive literature review was performed. A database of the WT and UTW projects was established covering 18 projects built from 1995 to 2007 in Wisconsin. The performance of these WT and UWT projects was assessed by mean of shear strength tests on field cores, falling weight deflectometer (FWD) tests on selected projects, and field distress survey on in-service projects. FWD backcalculation methods for WT and UTW pavements were studied and a Critical Distance Method was proposed and utilized for UTW pavement. Fatigue life was analyzed using 18kip, 22kip and 26kip single axle load level. Performance assessment was conducted using both Pavement Condition Index (PCI) and Pavement Distress Index (PDI). The performance of whitetopping projects in Wisconsin was found comparable to that in other states. Whitetopping overlay thickness, joint spacing and pavement age were found to have significant effects on pavement performance. KW - Asphalt pavements KW - Condition surveys KW - Falling weight deflectometers KW - Literature reviews KW - Load tests KW - Overlays (Pavements) KW - Pavement Condition Index KW - Pavement Distress Index KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Service life KW - Shear strength KW - Thickness KW - Ultra-thin whitetopping KW - Whitetopping KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53296/08-10%2520%2520FINAL%2520report.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-10_FINAL_report.pdf UR - https://trid.trb.org/view/919902 ER - TY - RPRT AN - 01159194 AU - Fudala, Nicholas J AU - Fontaine, Michael D AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Work Zone Variable Speed Limit Systems: Effectiveness and System Design Issues PY - 2010/03//Final Report SP - 47p AB - Variable speed limit (VSL) systems have been used in a number of countries, particularly in Europe, as a method to improve flow and increase safety. VSLs use detectors to collect data on current traffic and/or weather conditions. Posted speed limits are then dynamically updated to reflect the conditions that motorists are actually experiencing. Presenting drivers with speed limits that are appropriate for current conditions may reduce speed variance, a concept sometimes called speed harmonization. If properly designed, VSL systems have been shown to reduce crash occurrence and can also reduce system travel time through increased uniformity in traffic speeds. High-volume urban work zones tend to be prone to congestion and safety problems, and VSLs may be one way to ameliorate these issues. VSLs were recently installed at a high-volume, congested urban work zone located on I-495 (the Capital Beltway) between the Springfield Interchange in Springfield, Virginia, and the Virginia-Maryland state line on the Woodrow Wilson Memorial Bridge. VSL signs were activated in late July 2008, but initial evaluations of the system showed inconclusive effects. Changing site conditions made a direct before-and-after evaluation of the system deployed in the field problematic, and some problems with the control algorithm were also noted. Given the difficulties in evaluating the system deployed in the field, a calibrated simulation of the site was constructed to assess the effects of the VSL system on traffic operations and safety surrogate measures. The simulation platform also provided an opportunity to examine a number of system configurations to assess how changes in system design and driver behavior might affect a variety of measures. The results indicated that the VSL could create substantial improvements in traffic operations provided the demand did not exceed capacity by too large a margin. The location of the VSL signs played an important role in operational performance. The study recommends that the Virginia Department of Transportation continue to pursue this technology but carefully scrutinize algorithm design and VSL sign placement. Further, a cost/benefit analysis indicated that VSLs may be most appropriate for long-term applications. KW - Algorithms KW - Benefit cost analysis KW - Highway operations KW - Location KW - Simulation KW - Speed signs KW - Traffic congestion KW - Traffic safety KW - Urban areas KW - Variable speed limits KW - Work zone safety KW - Work zone traffic control UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r20.pdf UR - https://trid.trb.org/view/919785 ER - TY - RPRT AN - 01158863 AU - Jenkins, Brian Michael AU - Butterworth, Bruce R AU - Clair, Jean-Francois AU - San Jose State University AU - California Department of Transportation AU - Research and Special Programs Administration AU - Department of Homeland Security TI - The 1995 Attempted Derailing of The French TGV (High-Speed Train) and a Qualitative Analysis of 181 Rail Sabotage Attempts PY - 2010/03 SP - 54p AB - This report is a case study of the attempt in 1995 by terrorists to derail the high-speed train between Lyon and Paris. It also analyzes 181 events where guerrillas or terrorists attempted to derail trains, 144 of them since January 1996. The distribution and modes of attack, the terrorists’ success or failure in derailing trains, and the consequences of their attacks in terms of casualties, are examined. Appendix A contains a chronology of events with brief descriptions. The report notes that although passenger trains pose attractive targets for terrorists since high body counts are possible, getting a bomb to explode at the intended time is difficult. KW - Case studies KW - Derailments KW - Explosives KW - High speed rail KW - Passenger security KW - Sabotage KW - Safety and security KW - Terrorism KW - TGV (Express train) UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/TGV_book%20%28with%20covers%29.pdf UR - https://trid.trb.org/view/918694 ER - TY - RPRT AN - 01158860 AU - Jenkins, Brian Michael AU - Butterworth, Bruce R AU - San Jose State University AU - California Department of Transportation AU - Department of Homeland Security AU - Research and Innovative Technology Administration TI - Explosives and Incendiaries Used in Terrorist Attacks on Public Surface Transportation PY - 2010/03 SP - 105p AB - This report provides data on terrorist attacks against public surface transportation targets and serious crimes committed against such targets throughout the world. The data are drawn from the MTI database of attacks on public surface transportation, which is expanded and updated as information becomes available. This analysis is based on the database as of February 20, 2010. Data include the frequency and lethality with which trains, buses, and road and highway targets are attacked; the relationship between fatalities and attacks against those targets; and the relationship between injuries and attacks against them. The report presents some preliminary observations drawn from the data that can help stakeholders—governments, transit managers, and employees—to focus on the ways the most frequent and/or most lethal attacks are carried out as they consider measures to prevent or mitigate attacks that may be considered likely to happen in the United States. KW - Bombs KW - Databases KW - Explosives KW - Fatalities KW - National security KW - Public transit KW - Security KW - Terrorism UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/MTI-IEDreport%203-31-10%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918697 ER - TY - RPRT AN - 01158845 AU - Edwards, Frances L AU - Goodrich, Daniel C AU - San Jose State University AU - California Department of Transportation AU - Department of Homeland Security AU - Research and Special Programs Administration TI - Handbook of Emergency Management for State-Level Transportation Agencies PY - 2010/03 SP - 114p AB - This report describe a research project intended to lay the groundwork for establishing priorities that would lead to a mature management capability for public agencies for emergencies, disasters and catastrophes. State transportation agencies are required to have plans for the continuity of their government functions during any catastrophic disaster, as well as for the continuation of the essential services that they provide. This report reviews the role of the Emergency Services Manager in a state transportation agency and the role of the Department of Transportation Headquarters Emergency Operations Center. It outlines the hierarchy of emergency plans. Appendices include lists and templates. KW - Disaster preparedness KW - Disasters and emergency operations KW - Emergency management KW - Handbooks KW - State departments of transportation UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/2850%20COOP%20COG%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918699 ER - TY - RPRT AN - 01158844 AU - Jenkins, Brian Michael AU - Butterworth, Bruce R AU - Shrum, Karl S AU - San Jose State University AU - California Department of Transportation AU - Department of Homeland Security AU - Research and Innovative Technology Administration TI - Terrorist Attacks on Public Bus Transportation PY - 2010/03 SP - 116p AB - This report provides data on terrorist attacks against public bus transportation targets and serious crimes committed against such targets throughout the world. The data are drawn from the MTI database of attacks on public surface transportation, and this analysis is based on the database as of December 17, 2009. Data include the frequency and lethality with which buses, bus stations, and bus stops are attacked; the relationship between fatalities and attacks against bus targets and the relationship between injuries and attacks against those targets; how often, relative to other surface transportation targets, buses are attacked, first with all weapons and then with only explosive and incendiary devices; the relative lethality of attacks; and the distribution of attacks. It then presents some preliminary observations drawn from those data that can help stakeholders such as governments, transit managers, and employees, to focus on the ways the most frequent and/or most lethal attacks are carried out as they consider measures to prevent or mitigate attacks that may be considered likely to happen in the United States. KW - Bus stops KW - Bus terminals KW - Bus transit KW - Bus transportation KW - Databases KW - Explosives KW - Fatalities KW - Injuries KW - Passenger security KW - Security KW - Terrorism UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/MTI-Bus-Interim%20Bus%20Report%20FINAL%204-6-10%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918705 ER - TY - RPRT AN - 01158413 AU - Ullman, Brooke R AU - Finley, Melisa D AU - Chrysler, Susan T AU - Trout, Nada D AU - Nelson, Alicia A AU - Young, Sarah AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for the Use of Pavement Marking Symbols at Freeway Interchanges: Final Report PY - 2010/03//Technical Report SP - 116p AB - Pavement marking technology has advanced to allow for the use of large multi-color symbols to be placed on the pavement as a means of providing drivers with another source of information from which they can make good driving decisions. This project focused on the use of such in-lane pavement markings to provide the driver with lane guidance and warning information near freeway interchanges. More specifically, researchers evaluated the design and application issues that are associated with the use of pavement marking symbols. The information gathered during this project was used to create a set of guidelines for the use of pavement marking symbols at freeway interchanges. KW - Guidelines KW - Interchanges KW - Road markings KW - Symbols UR - http://tti.tamu.edu/documents/0-5890-1.pdf UR - https://trid.trb.org/view/919066 ER - TY - RPRT AN - 01158152 AU - McFalls, Jett AU - Rogers, William AU - Robinson, Clay AU - Storey, Beverly AU - Stewart, B A AU - Li, Ming-Han AU - Schutt, James AU - Saxena, Vipul AU - Wang, Li Chi AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Water Retention Techniques for Vegetation Establishment in TxDOT West Texas Districts PY - 2010/03//Technical Report SP - 86p AB - Water harvesting is the collection of runoff for its productive use and may aid in the germination and establishment of vegetation seeded in the roadside. This project is a synthesis study on the feasibility and implications of adapting water harvesting techniques to Texas roadsides in arid environments. The project uses a case-study approach via specific Texas Department of Transportation (TxDOT) roadway sites to investigate the potential application and impacts of adapting these techniques to roadside vegetation establishment and maintenance in a range of climate and soil conditions. The research seeks to develop alternative water harvesting techniques specifically adapted to the demanding environmental and safety requirements of the roadside. Recommendations for adoption are included along with guidelines, standard construction detail sheets, and specifications. A cost-benefit analysis for the various techniques and a recommendation for implementation of studies to field-verify the synthesis study is included in this report. KW - Arid land KW - Benefit cost analysis KW - Case studies KW - Detention basins KW - Feasibility analysis KW - Guidelines KW - Landscape maintenance KW - Roadside KW - Roadside flora KW - Runoff KW - Specifications KW - Texas KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-5748-1.pdf UR - https://trid.trb.org/view/918603 ER - TY - RPRT AN - 01158149 AU - Walubita, Lubinda F AU - Umashankar, Vivekram AU - Hu, Xiaodi AU - Jamison, Brandon AU - Zhou, Fujie AU - Scullion, Tom AU - Martin, Amy Epps AU - Dessouky, Samer H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - New Generation Mix-Designs: Laboratory Testing and Construction of the APT Test Sections PY - 2010/03//Technical Report SP - 180p AB - Recent changes to the Texas hot mix asphalt (HMA) mix-design procedures such as adaption of the higher PG asphalt-binder grades and the Hamburg test have ensured that the mixes routinely used on the Texas highways are not prone to rutting. However, performance concerns have been raised about these mixes, which are now “drier”, more difficult to compact, and more susceptible to cracking. This is particularly problematic with the dense-graded Type C and D mixes that are widely used throughout the State of Texas. Consequently, several new ideas are under consideration to either modify the existing mix-design criteria (target densities, VMA requirements, etc.) and/or to include new and simpler cracking test procedures. Of primary focus in this research project is the comparative evaluation of the following three mix-design procedures and making recommendations thereof: (1) the modified volumetric mix-design procedure; (2) the Hamburg (rutting) and Overlay (cracking) test based balanced mix-design procedure; and (3) a simplified balanced mix-design procedure with a simpler alternative cracking test. The research methodology and scope of work incorporates extensive literature review of the existing mix-design procedures, laboratory testing, and field validation including accelerated pavement testing (APT) and performance monitoring. This interim report provides a preliminary overview of the mix-designs and laboratory test evaluations of three commonly used Texas mixes (namely Type B, Type C, and Type D) based on the Texas gyratory, volumetric, and balanced mix-design procedures. As well as conducting round-robin tests in six different Texas laboratories to quantify the Overlay test variability and repeatability, the laboratory tests also included comparative evaluation of various cracking tests such as the indirect tension, direct uniaxial tension, and semi-circular bending. HMA mix workability and compactability tests for quantifying the constructability aspects of the mixes were also conducted and are discussed in this report. Construction details of the APT test sections are also discussed in this interim report. KW - Accelerated tests KW - Compactibility KW - Dense graded asphalt mixtures KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Literature reviews KW - Mix design KW - Pavement cracking KW - Rutting KW - Test sections KW - Texas KW - Voids in mineral aggregate KW - Volumetric mix design KW - Workability UR - http://tti.tamu.edu/documents/0-6132-1.pdf UR - https://trid.trb.org/view/918616 ER - TY - RPRT AN - 01158148 AU - Fitzpatrick, Kay AU - Porter, Richard J AU - Pesti, Geza AU - Chu, Chi-Leung AU - Park, Eun Sug AU - Le, Thanh AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Spacing Between Freeway Ramps PY - 2010/03//Technical Report SP - 118p AB - Existing geometric design guidance related to interchange ramp spacing in the Texas "Roadway Design Manual" and the AASHTO’s "A Policy on Geometric Design of Highways and Streets" (Green Book) is not speed-dependent even though intuition indicates spacing and speed are related. Understanding the relationship between interchange ramp spacing, speed, and freeway operations is important, especially in developing potential design values for higher speeds (e.g., 85 to 100 mph). The objectives of this project were to: (a) investigate relationships between weaving length, speed, and overall vehicle operations on Texas freeways and (b) propose updates to current Texas Department of Transportation guidance on recommended distances between ramps. Within the research tasks several methods were utilized to assist in developing guidance on ramp spacing lengths. The methods or resources used to generate potential lengths included: guidance provided in "Design Manual for Roads and Bridges" published by the Highways Agency in England, minimum deceleration and acceleration length for freeway conditions, decision sight distance, sign spacing needs, NCHRP project 3-75 findings, findings from field studies at seven study sites, findings from simulation conducted as part of this research, and safety relationships identified in the literature. Suggested ramp spacings were developed for the entrance ramp to exit ramp and exit ramp to exit ramp conditions. KW - AASHTO Green Book KW - Freeway operations KW - Geometric design KW - Guidelines KW - Off ramps KW - On ramps KW - Ramps (Interchanges) KW - Spacing KW - Texas KW - Traffic speed KW - Weaving traffic UR - http://tti.tamu.edu/documents/0-5860-1.pdf UR - https://trid.trb.org/view/918624 ER - TY - RPRT AN - 01158145 AU - McFalls, Jett AU - Li, Ming-Han AU - Desai, Aditya B Raut AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Roadside Sediment Control Device Evaluation Program: Technical Report PY - 2010/03//Technical Report SP - 110p AB - One of the problems facing designers/engineers in maintaining regulatory compliance with the Environmental Protection Agency (EPA) and the Texas Commission on Environmental Quality (TCEQ) is the lack of quantifiable data to assist in selecting effective sediment control best management practices (BMPs). Although the two principles of erosion and sediment control are often used interchangeably, they are two separate issues and require different BMPs for mitigation. Erosion control is any practice that protects the soil surface and minimizes soil particle detachment by water or wind. Sediment control is any practice that traps the soil particles after detachment and transport. Typically, effective sediment control is more difficult and expensive than erosion control. While erosion can never be completely controlled, combining erosion and sediment control practices can significantly reduce sediment loss. To help ensure compliance, the Texas Department of Transportation (TxDOT) successfully evaluates the performance of erosion control materials and maintains an Approved Product List (APL). This project developed the formal protocol for a performance-based, sediment retention device testing program that will assist the designer/engineer in the selection of the most effective sediment control BMP. This project studied five temporary sediment control devices: geosynthetic dikes, wattles without coagulant, wattles with coagulant, silt fences, and rock check dams (riprap). KW - Best practices KW - Compliance KW - Detention basins KW - Environmental protection KW - Erosion control KW - Fiber wattle check dams KW - Geosynthetics KW - Riprap KW - Roadside KW - Sediment control KW - Silt fence KW - Texas UR - http://tti.tamu.edu/documents/0-5948-1.pdf UR - https://trid.trb.org/view/918607 ER - TY - RPRT AN - 01158144 AU - Chaudhary, Nadeem A AU - Charara, Hassan A AU - Longmire, Ryan R AU - Johnson, Jeremy AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Platoon Identification and Accommodation System Implementation in Brownwood and Caldwell, Texas PY - 2010/03//Technical Report SP - 22p AB - In Texas Department of Transportation (TxDOT) Project 0-5507, Texas Transportation Institute (TTI) researchers developed and field-tested an enhanced version of a platoon identification and accommodation (PIA) system developed in an earlier research project. A key feature of the PIA-2 system developed in Project 0-5507 was its ability to detect and progress platoons in both arterial directions. The objective of this implementation project was to install the PIA-2 system at two additional locations in Texas. This report documents the work performed in this implementation project. KW - Arterial highways KW - Brownwood (Texas) KW - Caldwell (Texas) KW - Field tests KW - Implementation KW - Platoon identification and accommodation KW - Traffic platooning UR - http://tti.tamu.edu/documents/5-5507-01-1.pdf UR - https://trid.trb.org/view/918620 ER - TY - RPRT AN - 01158141 AU - Oh, Jeong Ho AU - Wimsatt, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Seal Coat Damage Evaluation Due to Superheavy Load Moves Based on a Mechanistic-Empirical Approach PY - 2010/03//Technical Report SP - 120p AB - The number of superheavy load (SHL) moves has increased drastically within the past 5 years in Texas. Along with the increasing SHL moves, the Texas Department of Transportation (TxDOT) has become increasingly aware of the rising concerns associated with fresh seal coat damage caused from SHL moves. Concerned about the effects of SHL moves on seal coat placed routes, TxDOT sponsored a research project with the Texas Transportation Institute to characterize critical factors related to the failure mechanism of seal coat, propose a mechanistic approach to evaluate failure potential, and develop a guideline for regulating SHL moves to mitigate further seal coat damages. This report describes research efforts and findings to propose a mechanistic approach to evaluate seal coat damage potential via charactering material properties playing a vital role in controlling seal coat behavior subject to SHL moves and validating the proposed mechanistic approach based on pilot field tests conducted in the Bryan and San Antonio Districts taking into account different levels of critical factors identified from this study. Moreover, the efforts were extended to establish a database on SHL routing information gathered from the TxDOT Construction Division from the pavement reviews conducted over the past 5 years in order to review the current guideline for SHLs. The project offered the first opportunity to provide a guideline for regulating SHL moves in order to preserve routes with fresh seal coats by delivering a tool that can be used to evaluate the route in a timely fashion before SHL moves occur. KW - Bryan (Texas) KW - Field tests KW - Guidelines KW - Mechanistic-empirical pavement design KW - Overweight loads KW - Pavement damage KW - Permits KW - Properties of materials KW - Routing KW - San Antonio (Texas) KW - Seal coats KW - Superheavy load KW - Texas UR - http://tti.tamu.edu/documents/0-5270-1.pdf UR - https://trid.trb.org/view/918602 ER - TY - RPRT AN - 01156925 AU - Federal Motor Carrier Safety Administration AU - Volpe National Transportation Systems Center TI - Comprehensive Safety Analysis 2010: Safety Measurement System (SMS) Methodology PY - 2010/03//Version 1.2 SP - 95p AB - This report documents the Safety Measurement System (SMS) methodology developed to support the Comprehensive Safety Analysis 2010 (CSA 2010) Initiative for the Federal Motor Carrier Safety Administration (FMCSA). The SMS is one of the major tools for measuring the safety of individual motor carriers and Commercial Motor Vehicle (CMV) drivers. Such measures help identify and monitor safety problems as part of the CSA 2010 safety improvement process. The SMS design builds on the lessons learned from developing and implementing SafeStat for Compliance Reviews (CR) prioritization. However, the SMS also incorporates new CSA 2010 requirements for identifying specific types of unsafe behaviors that the entities exhibit. A more specialized set of interventions will now address these unsafe behaviors and the system will also expand the use of on-road safety violation data. In January 2008, FMCSA started an Operational Model (OM) Test of the CSA 2010 Initiative, which includes using the SMS to identify and monitor unsafe carrier and CMV driver behavior. Version 1.2 of the Methodology incorporates feedback from the OM Test and was implemented in the OM Test in April 2009. This revision further clarifies some of the SMS features originally documented in April 2009, but does not represent any changes to the methodology. Future SMS development will be part of a continuous improvement process based on results and feedback from this OM Test. KW - Bus drivers KW - Commercial vehicles KW - Compliance KW - Comprehensive Safety Analysis 2010 KW - Highway safety KW - Measurement KW - Methodology KW - Motor carriers KW - Truck drivers KW - Trucking safety UR - http://csa2010.fmcsa.dot.gov/documents/smsmethodology.pdf UR - https://trid.trb.org/view/917684 ER - TY - RPRT AN - 01156895 AU - Knecht, William AU - Ball, Jerry AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-Based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 2 PY - 2010/03//Final Report SP - 30p AB - This research had two main phases. Phase 1 investigated three major questions, one of which was whether or not video weather training products could significantly affect general aviation (GA) pilot weather knowledge and flight behavior in marginal meteorological conditions. Fifty GA pilots took a general weather knowledge pre-test, followed by exposure to either one of two weather training videos (the Experimental groups) or to a video having nothing to do with weather (the Control group). They next took a post-test to measure knowledge gain induced by the training product. Finally, they planned for and flew a simulated flight mission through marginal weather from Amarillo, TX, to Albuquerque, NM. Multivariate modeling implied that a combination of higher pilot age, receiving either weather training product, and takeoff hesitancy could significantly, correctly predict 86.7% of diversions from deteriorating weather and 77.8% of full flight completions. The question then became whether or not this model would be robust over time. In the present study (Phase 2), after a time lapse of 3-4 months, 44 of the 50 original Phase 1 pilots returned for further testing. Again, they were tested for weather knowledge and flew a simulated flight mission similar to Phase 1’s. No significant change in weather knowledge was evident from Phase 1 to 2, nor were any significant differences seen between the three treatment groups. Additionally, the 3-factor model of Phase 1 failed to significantly predict flight diversions or flight completions in Phase 2. The combined results of Phases 1 and 2 imply that the effects on weather knowledge and flight behavior of a single 90-minute training video seem minimal in comparison to the complexities of weather itself and flight into weather. This is consistent with intuition. Moreover, what small effects are produced seem to decay with time. None of this is unexpected. It merely means that weather is complex, and effective weather training must be intensive to begin with and ongoing to remain effective. KW - General aviation pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201017.pdf UR - https://trid.trb.org/view/917657 ER - TY - RPRT AN - 01156868 AU - Loo, Sin Ming AU - Kiepert, Josh AU - Klein, Derek AU - Pook, Michael AU - Chou, Shih-Feng AU - Overfelt, Tony AU - Watson, Jean AU - Boise State university AU - Auburn University AU - Federal Aviation Administration TI - Evaluation of the Effects of Hydrogen Peroxide on Common Aircraft Electrical Materials PY - 2010/03//Final Report SP - 22p AB - Aircraft can be contaminated with unwanted chemical or biological elements. For years, hydrogen peroxide has been used to disinfect equipment in the medical community. The diluted vapor form of hydrogen peroxide is being considered for use as a decontaminant/disinfectant/sanitizer of transportation vehicles aircraft, buses, subway trains, ambulances, etc. Previous work showed that STERIS Corporation’s Vaporized Hydrogen Peroxide (VHP®) technology could be used successfully in complex transportation vehicles. However, the compatibility of the process with typical aircraft avionics has not been established. This report documents a preliminary evaluation of the effects of hydrogen peroxide exposure on avionics (i.e., avionics wires, active circuit boards, and dummy circuit boards). KW - Aircraft KW - Avionics KW - Disinfectants KW - Electrical equipment KW - Electrical wiring KW - Hydrogen peroxide UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201005.pdf UR - https://trid.trb.org/view/917656 ER - TY - RPRT AN - 01156668 AU - Henault, John W AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Historical Overview of Pavement Friction Testing in Connecticut PY - 2010/03//Report 1 (Historical) SP - 46p AB - A historical overview of pavement friction testing in Connecticut is presented. Photographs of early pavement friction testers are provided, including vintage photos of a skid trailer from a Federal Highway Administration (formerly Bureau of Public Roads) demonstration in 1968. Early documents that were pivotal in initiating a pavement friction testing program in Connecticut are cited. It provides insight into a state highway agency's perspective as friction testing services evolved. It covers the equipment used and explains the interpretation of data output. The paper documents Connecticut Department of Transportation (ConnDOT) literature pertaining to pavement friction testing, and lists research studies that have been conducted in Connecticut. ConnDOT policies and procedures are reviewed. Early pioneers in pavement friction testing services are acknowledged. KW - Connecticut KW - Friction tests KW - History KW - Pavement performance KW - Photographs KW - Policy KW - Research KW - Skid trailers KW - Test procedures KW - Testing equipment UR - https://trid.trb.org/view/917707 ER - TY - SER AN - 01156663 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Liu, Liang Y AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Texas - AASHTO Retroreflective Sign Sheeting Specifications PY - 2010/03//Research Report IS - 10-065 SP - 31p AB - The Illinois Department of Transportation (IDOT) was appointed to chair an American Association of State Highway and Transportation Officials (AASHTO) effort to develop a specification that will simplify and improve how sign sheeting materials will be specified for state DOTs. At the same time, the American Society for Testing and Materials (ASTM) began efforts to modify their specifications which over the years have expanded to the point that each type that is specified is unique to a single producer. To address the true differences in the performance of these materials the Texas Department of Transportation (TxDOT) and Texas Transportation Institute (TTI) conducted a sign sheeting research demonstration, "Standard Specification for Retroreflective Sheeting for Traffic Control," held on May 21-22, 2009, in College Station, Texas. The two entities hosted the event in which manufacturers, industry, and end users joined forces to attempt to resolve questions regarding how drivers perceive retroreflective sign materials. This report contains the proceedings of the field trip experience from the May demonstration in Texas and summarizes the discussions leading to a final draft specification (7/25/09) that was distributed to the AASHTO Subcommittee on Materials Tech Section 4d Sign Sheeting Task Force. This effort led to a new AASHTO Standard Specification for Retroreflective Sheeting for Traffic Control (M 268-09). KW - AASHTO Standard Specifications for Transportation Materials and Methods of Sampling and Testing KW - Highway traffic control KW - Retroreflectivity KW - Sign sheeting KW - Specifications UR - http://hdl.handle.net/2142/45951 UR - https://trid.trb.org/view/917712 ER - TY - RPRT AN - 01156644 AU - Dixon, Karen K AU - Kopper, Neil AU - van Schalkwyk, Ida AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Evaluating Safety and Operation of High-Speed Intersections PY - 2010/03//Final Report SP - 146p AB - This final report reviews a research effort to evaluate the safety and operations of high-speed intersections in the State of Oregon. In particular, this research effort focuses on four-leg, signalized intersections with speed limits of 45 mph or greater where the intersections are not in the immediate vicinity of other signalized intersections. This report includes a literature review of high-speed intersection safety treatment strategies, a description of the research methodology used in this project, and a summary of final results. The final results include crash conditions at these high-speed intersections, a format for evaluating safety at these and similar intersections, a hierarchy of safety treatment options, and a demonstration of the use of these tools through example analyses of eight Oregon intersections. KW - Case studies KW - Countermeasures KW - Crashes KW - High speed intersections KW - Highway operations KW - Highway safety KW - Isolated intersections KW - Literature reviews KW - Oregon KW - Signalized intersections UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Signalized_Intersections.pdf UR - https://trid.trb.org/view/917647 ER - TY - RPRT AN - 01156629 AU - Elahinia, Mohammad AU - University of Toledo AU - University of Toledo AU - Department of Transportation TI - Reducing Noise and Vibration of Hydraulic Hybrid and Plug-In Hybrid Electric Vehicles - Phase II PY - 2010/03//Phase II Final Report SP - 12p AB - This project proposed to develop a semi-active mount to improve the noise and vibration characteristics of hybrid vehicles with alternative propulsion systems. This Phase II Final Report includes the details of the technical achievements of the research. Magnetorheological (MR) mounts were developed to replace hydraulic mounts because the MR effect makes the mount controllable and more adaptive. A MR mount was developed and its performance was experimentally investigated. KW - Engine mounts KW - Hybrid vehicles KW - Magnetorheological isolators KW - Noise control KW - Plug-in hybrid vehicles KW - Vibration control KW - Vibration isolation UR - http://www.utoledo.edu/research/ututc/docs/UTUTC-AE-2_Final_Report.pdf UR - https://trid.trb.org/view/917500 ER - TY - RPRT AN - 01156624 AU - Murat, Alper E AU - Chinnam, Ratna Babu AU - Khasnabis, Snehamay AU - Wayne State University AU - University of Toledo AU - Department of Transportation TI - Value of ITS Information for Congestion Avoidance in Inter-Modal Transportation Systems - Phase II PY - 2010/03//Phase II Final Report SP - 45p AB - This project had four major milestones for the second phase: (1) Develop dynamic intermodal transportation optimization models for mostly air-road network and intermodal networks significant to Ohio and Michigan regions; (2) Develop dynamic operational response optimization models for supply chain operations identified in the case studies; (3) Develop efficient heuristic solution algorithms for the above dynamic optimization models; and (4) Validate the dynamic optimization models and heuristics using case study data. The major findings of this report are presented in three sections. Section A proposes a modeling and solution framework for the dynamic air cargo routing on the air-road intermodal network with milk run customer pickups and airport deliveries. Section B relaxes the deterministic travel time assumption and considers the stochastic congestion on the road network. Section C briefly summarizes the efforts in developing heuristic methods for dynamic routing models on intermodal networks and operational response models. KW - Air cargo KW - Air road intermodal network KW - Algorithms KW - Case studies KW - Congestion avoidance KW - Delays KW - Dynamic models KW - Dynamic routing KW - Freight transportation KW - Heuristic methods KW - Intelligent transportation systems KW - Intermodal transportation KW - Just in time production KW - Michigan KW - Ohio KW - Optimization KW - Real time information KW - Shipments KW - Supply chain management KW - Traffic congestion KW - Travel time KW - Validation UR - http://www.utoledo.edu/research/ututc/docs/UT-UTC-IU-10_Final_Report.pdf UR - https://trid.trb.org/view/917487 ER - TY - RPRT AN - 01156615 AU - Rister, Brad W AU - Graves, R Clark AU - Dinger, James AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Pavement Settlement Issues and Hydro-Geochemical Water Testing Results for the Cumberland Gap Tunnel PY - 2010/03//Final Report SP - 37p AB - Both Ground Penetrating Radar (GPR) surveys and Hydro-Geochemical Water Testing (HGWT) have been performed at the Cumberland Gap Tunnel to determine why the reinforced concrete pavement has settled in various areas throughout both tunnels. To date, approximately 7,300 total square feet of pavement surface has voids beneath it that range from 0.05 to 40 in. in depth. Both GPR and HGWT results indicate that approximately 0.75 to 1.5 cu yd of limestone subbase material leaves the tunnel in solution form on a monthly basis. Furthermore, HGWT results indicate that the groundwater beneath the tunnels is calcium deficient, thus allowing the water to dissolve the limestone subbase. Approximately 500,000 to 1 million gal of water flows through the tunnel’s groundwater collection system on a daily basis. Attempts to fix/shore-up the settled pavement areas were performed in 2002, 2007, and 2008. In 2002, UreTek foam was placed beneath approximately 2000 sq ft of settled pavement for shoring purposes. In 2007, approximately 150 lineal ft of both pavement and backfill were removed and replaced with inert granite backfill material and a new reinforced concrete pavement. In 2008, approximately 51 cu yd of cement grout material was placed beneath approximately 7,400 total sq ft of settled pavement for shoring purposes. There are several strategies outlined in this report to address both short-term and long-term remediation. However, there are certain strategies that may prevail over others. It is proposed that grout material should be placed beneath the pavement structure, at an estimated cost of $50,000 to $100,000/year, as a short term assurance measure. It is proposed that approximately 2,800 lineal ft of pavement and backfill material be removed in both tunnels and replaced with an inert granite backfill and a new 10 in. reinforced concrete pavement be installed for a long-term remediation (estimated costs $10,000,000). KW - Air voids KW - Backfilling KW - Cement grouts KW - Costs KW - Cumberland Gap National Historical Park KW - Cumberland Gap Tunnel (Kentucky) KW - Foamed materials KW - Geochemistry KW - Granite KW - Ground penetrating radar KW - Groundwater KW - Limestone KW - Pavement maintenance KW - Reinforced concrete pavements KW - Settlement (Structures) KW - Shoring KW - Subbase (Pavements) KW - Tunnels UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_03_KH58_07_1F.pdf UR - https://trid.trb.org/view/917391 ER - TY - RPRT AN - 01156602 AU - Inman, Vaughan AU - Federal Highway Administration TI - An Evaluation of Signing for Three-Lane Roundabouts PY - 2010/03//Summary Report SP - 12p AB - This study addresses the concern of low comprehension and compliance at three-lane roundabouts. The objectives of the study were to identify signing and marking strategies that result in higher levels of comprehension and compliance in lane selection on the approach to roundabouts and to examine the effects of these strategies on lane use after an approach lane has been selected. It was found that overhead advance navigation signage is more favorable for roundabouts with three entering lanes and that navigation signs at least supplement any other overhead lane-restriction signing. One possible way to keep drivers in their lanes was found to be the turbo roundabout, which has been used in several European countries. The turbo roundabout uses raised mountable curbs between lanes to discourage lane changes. This design also encourages drivers to move into the appropriate lane before entering the roundabout. Another possibility for keeping drivers from changing lanes once they are guided to appropriate lanes includes installing enhanced lane markings and other forms of channeling such as rumble strips. KW - Approach lanes KW - Compliance KW - Comprehension KW - Multilane roundabouts KW - Overhead traffic signs KW - Road markings KW - Roundabouts KW - Rumble strips KW - Traffic channelization KW - Traffic signs KW - Turbo roundabouts UR - https://trid.trb.org/view/917325 ER - TY - RPRT AN - 01156601 AU - Donaldson, Bridget M AU - Schaus, Maynard H AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - An Evaluation of the U.S. Highway 17 Underpass in Chesapeake, Virginia, as a Wildlife Crossing PY - 2010/03//Final Report SP - 21p AB - In November 2005, the Virginia Department of Transportation (VDOT) realigned and widened more than 10 miles of U.S. Highway 17 in Chesapeake, Virginia, to accommodate the growing volume of traffic and increase safety. Through extensive coordination with regulatory and resource agencies, measures were designed to minimize impacts to the area’s natural resources and the neighboring Great Dismal Swamp National Wildlife Refuge (GDSNWR). The primary mitigation included the construction of two parallel bridges, 984 ft long and approximately 8 ft high, that span a wetland within an important riparian corridor along the Paleo-Northwest River. Two berms were constructed on the wetland beneath the bridges to serve as dry areas for wildlife crossings, and nearly 2 miles of 10-ft-high fencing extends from the underpass to help guide wildlife toward the underpass and prevent them from entering the roadway. A 29-month camera monitoring study was conducted to determine whether the structure facilitated wildlife passage. Cameras documented 550 crossings by at least 12 species. Thirteen black bear crossings occurred during the second year following underpass construction, evidence of the structure’s ability to provide safe passage for bears traveling to and from the GDSNWR. Results suggest that the underpass connected important wildlife habitat. In addition, as deer represented 30% of the crossings, the underpass also reduced the risk of deer-vehicle collisions, which is a significant issue for Virginia. The information gained from this project can assist with decisions regarding future investments in similar environmental mitigation projects. It is reasonable to argue that the value of such measures increases over time in terms of ecological significance (i.e., facilitating wildlife movement and conserving important habitat); benefits to drivers from a reduction in the risk of animal-vehicle collisions; and cost savings to VDOT in carcass removal and disposal expenses. KW - Animal vehicle collisions KW - Black bears KW - Cost effectiveness KW - Deer KW - Fences KW - Habitat (Ecology) KW - Habitat connectivity KW - Highway bridges KW - Riparian corridors KW - Underpasses KW - Wetlands KW - Wildlife crossings KW - Wildlife mitigation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r10.pdf UR - https://trid.trb.org/view/917313 ER - TY - RPRT AN - 01156598 AU - Donaldson, Bridget M AU - Moruza, Audrey K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - An Assessment of the Animal Carcass Disposal Practices of the Virginia Department of Transportation and Guidance for the Selection of Alternative Carcass Management Options PY - 2010/03//Final Report SP - 46p AB - More than 54,000 deer-vehicle collisions occurred in Virginia from 2007 through 2008, the fifth highest number of all U.S. states, and the number of these incidents is increasing each year. Removing animal carcasses from the road and properly disposing of them is an essential service on Virginia roadways, and the Virginia Department of Transportation (VDOT) spent $4.4 million on carcass removal and disposal work in 2008. Given the magnitude of animal-vehicle collisions in Virginia, some of the carcass disposal methods available to many VDOT maintenance areas are becoming increasingly impractical. On-site burial is becoming a less viable option for many maintenance areas as rural areas become more populated and concern for environmental quality increases. Yet driving the sometimes considerable distances to reach the nearest disposal facility is greatly inefficient in terms of time and labor. Because of such limitations that can increase costs to VDOT, many maintenance areas have an urgent need for viable and cost-effective alternative carcass management strategies. The purpose of this study was to investigate and recommend cost-efficient options that address the growing problem of carcass disposal. Carcass management methods investigated included on-site burial, disposal facilities, contracts for removal and disposal, incineration units, and composting. The results of a survey of VDOT maintenance area staff indicated that 77% use a disposal facility such as a landfill and nearly 50% of disposal facility users travel away from a routine maintenance route to access the facility. Cost models were developed to allow maintenance managers to evaluate costs incurred for various carcass management methods, and a decision tool was developed to guide the selection of the most suitable method. Implementing carcass management at VDOT maintenance areas may be a very effective approach for increasing labor efficiency. Compost windrows, or static-pile composting, is recommended as an easily managed technique that can be performed at the maintenance area. If only the portion of area headquarters that frequently use disposal facilities for carcass disposal were to replace this method with compost windrows, it is estimated that $515,440 per year could be avoided or reallocated within the maintenance areas. When space for compost windrows is unavailable, an automatic compost vessel can also be a practical option. KW - Animal vehicle collisions KW - Carcasses KW - Compost KW - Cost effectiveness KW - Incinerators KW - Landfills KW - Maintenance management KW - Road kill KW - Virginia KW - Waste disposal KW - Waste disposal facilities UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r7.pdf UR - https://trid.trb.org/view/917314 ER - TY - RPRT AN - 01156594 AU - Strathman, James G AU - Simmons, Elizabeth AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Financing Mechanisms for Capital Improvements: Interchanges PY - 2010/03//Final Report SP - 81p AB - This report examines the use of alternative local financing mechanisms for interchange and interchange area infrastructure improvements. The financing mechanisms covered include transportation impact fees, tax increment financing, value capture financing, local improvement districts, transportation corporations, state infrastructure banks, local option transportation taxes, fair share mitigation, and transportation concurrency. The financing alternatives are assessed in the context of Interchange Area Management Plans, which are required by the Oregon Transportation Commission, as well as in the context of the Oregon Department of Transportation’s responsibilities under the state’s Transportation Planning Rule. KW - Alternatives analysis KW - Corporations KW - Fair share KW - Financing KW - Impact fees KW - Improvements KW - Interchanges KW - Local government KW - Oregon KW - State infrastructure banks KW - Taxes KW - Transportation concurrency KW - Value capture UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Financing_Mechanisms_for_Capital_Improvements.pdf UR - https://trid.trb.org/view/917299 ER - TY - RPRT AN - 01155880 AU - Chandler, Brian AU - Anderson, Rosemarie AU - Science Applications International Corporation AU - Federal Highway Administration TI - Implementing the High Risk Rural Roads Program PY - 2010/03//Final Report SP - 52p AB - This report documents common challenges, noteworthy practices and lessons learned experienced through the implementation of the High Risk Rural Roads Program. After 4 years of the High Risk Rural Roads Program (HRRRP), the overall obligation rate for the program has remained low. Given the HRRRP potential to improve rural road safety, this has been a major concern to the Federal Highway Administration (FHWA), proponents, and stakeholders of the program. FHWA embarked on a research project to identify the challenges the States faced in implementing their HRRRP as well as any lessons learned and noteworthy practices to share with other States. By documenting and sharing these practices other States will gain insights as to how they can advance their programs. States can use these documented practices to launch their HRRRPs, identify next steps for a program already moving forward, or implement noteworthy practices to improve an established program. Implementing the HRRRP can make a real difference in rural road safety, and the complexity of implementing the program should not inhibit States in their pursuit of improved safety on rural roads. KW - Case studies KW - High Risk Rural Roads Program KW - Highway safety KW - Implementation KW - Lessons learned KW - Rural highways KW - States UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa10012/fhwasa10012.pdf UR - http://ntl.bts.gov/lib/33000/33400/33448/FHWA-SA-10-012.pdf UR - https://trid.trb.org/view/916551 ER - TY - RPRT AN - 01155733 AU - Joslin, Ann AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Regional Fare Policy and Fare Allocation, Innovations in Fare Equipment and Data Collection PY - 2010/03//Final Report SP - 128p AB - Changing demographic, land use, and social characteristics are prompting transit agencies to rethink the traditional business model of operating in a fairly independent manner within their jurisdictional boundaries. As a result, the planning and implementation of regional fare programs ranging from simple interagency agreements to allow for free transfers between systems to complex multi-agency programs with a technology focus have increased in recent years. The continued evolution and increasingly widespread usage of electronic payment technologies have facilitated fare integration efforts by making possible a greater range of payment options and offering a more efficient means of distributing fare media. This report documents recent experiences related to regional fare programs in the United States, with an emphasis on institutional arrangements, technological impacts, customer acceptance, data processing enhancements, and costs and benefits. Five case studies are included to demonstrate a variety of approaches to regional fare coordination. A summary of best practices for the implementation of regional fare programs identified in the literature review and case studies is included for agencies who may be evaluating regional fare program options. KW - Automatic fare collection KW - Best practices KW - Case studies KW - Fare collection KW - Fares KW - Innovation KW - Policy KW - Public transit KW - Regional fare management programs KW - Transit operating agencies KW - United States UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BD549-51_rpt.pdf UR - http://www.nctr.usf.edu/pdf/77705.pdf UR - https://trid.trb.org/view/916348 ER - TY - RPRT AN - 01155731 AU - Washer, Glenn A AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Long-Term Remote Sensing System for Bridge Piers and Abutments PY - 2010/03//Final Report SP - 40p AB - Scour and other natural hazards have the potential to undermine the stability of piers in highway bridges. This has led to bridge collapse in the past, and significant efforts have been undertaken to address the potential danger of scour and other hazards. However, there remains a lack of reliable, cost-effective, long-term monitoring devices capable of determining the structural stability of bridge piers. Research and development proposed within this project is intended to develop a unique and robust monitoring system for highway bridge piers. This system will be designed to measure changes in tilt and vertical displacement of bridge piers using an array of low-cost sensors mounted on the bridge pier and superstructure. Signal processing correlation algorithms will be developed that use sensor density and location to better measure long-term bridge rotations and displacements. The use of a high-density sensor array will provide a redundant, autonomous and stable measurement system. Unique and innovative aspects of the proposed system include 1) the ability to measure vertical displacement of a pier that may occur without tilt, 2) special signal processing algorithms that will reduce temperature and drift problems common to long-term monitoring systems, and 3) the implementation of a redundant sensor array to reduce costs and increase long-term system reliability. The prototype system will be tested in cooperation with the New York State Department of Transportation. KW - Algorithms KW - Bridge abutments KW - Bridge piers KW - Highway bridges KW - Monitoring KW - Prototypes KW - Redundancy KW - Remote sensing KW - Scour KW - Signal processing KW - Structural stability KW - Tilting (Bridges) KW - Vertical displacement (Structures) UR - http://transportation.mst.edu/media/research/transportation/documents/R195_CR.pdf UR - https://trid.trb.org/view/916396 ER - TY - RPRT AN - 01155730 AU - Chu, Xuehao AU - National Center for Transit Research AU - Florida Department of Transportation AU - Department of Transportation TI - The ACS Statistical Analyzer PY - 2010/03//Final Report SP - 40p AB - This document provides guidance for using the ACS Statistical Analyzer. It is an Excel-based template for users of estimates from the American Community Survey (ACS) to assess the precision of individual estimates and to compare pairs of estimates for their statistical differences. The ACS Statistical Analyzer covers the following four functions and fifteen sub-functions (not listed): (1) To derive other precision measures for published ACS estimates at American FactFinder or from the Census Transportation Planning Products (CTPP), which already have a margin of error (MOE); (2) To derive the precision measures for estimates that do not already have an MOE; (3) To derive the precision measures of new estimates obtained from two or more original estimates that already have an MOE; and (4) To compare pairs of two estimates that already have an MOE. Measures of precision for an estimate include its MOE, relative reliability, and confidence interval. The implementation of the ACS Statistical Analyzer is expected to reduce the agency cost of, and to lessen the technical barriers to, dealing with the precision of ACS estimates when agencies use these estimates. These direct benefits in turn can lead to wider and more effective usage of ACS data. KW - ACS Statistical Analyzer KW - American Community Survey KW - Estimates KW - Precision KW - Public transit KW - Statistical analysis UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BDK85_977-02_rpt.pdf UR - https://trid.trb.org/view/916347 ER - TY - RPRT AN - 01155723 AU - Sunkari, Srinivasa R AU - Songchitruksa, Praprut AU - Zeng, Xiaosi AU - Balke, Kevin AU - Obeng-Boampong, Kwaku AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Signal Operations at Intersections with Wide Medians PY - 2010/03//Technical Report SP - 62p AB - The objective of this project is to evaluate the operations at signalized intersections with wide medians in order to improve safety and efficiency. Intersections with wide medians are characterized by two intersections and operate differently compared to a typical intersection. Space in the wide median between the two intersections can be used to store vehicles. However management of the storage space is critical to avoid queue backing up into the upstream intersection. There are no guidelines specific to operate such intersections. This results in agencies using their discretion to develop strategies to operate such intersections, resulting in inconsistent operations. Texas Transportation Institute researchers used VISSIM simulation model to evaluate numerous strategies that were either in use by Texas Department of Transportation (TxDOT) districts or were developed by the research team. These strategies were evaluated for various widths of medians, the number of lanes for the minor street in the median, and the presence of left-turn bays on the major street. The strategies were also evaluated for low, medium, and high volumes on the major street and on the minor street as well as different percentages of turning traffic. The research project produced recommended strategies for various volume and geometric conditions. KW - Guidelines KW - Left turn lanes KW - Medians KW - Signalized intersections KW - Traffic lanes KW - Traffic queuing KW - Traffic safety KW - Traffic signal timing KW - Traffic volume KW - Turning traffic KW - VISSIM (Computer model) KW - Width UR - http://tti.tamu.edu/documents/0-6176-1.pdf UR - https://trid.trb.org/view/916331 ER - TY - RPRT AN - 01155718 AU - Bligh, Roger P AU - Sheikh, Nauman M AU - Obu-Odeh, Akram Y AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Barriers for Very High Speed Roadways PY - 2010/03//Technical/Test Report SP - 152p AB - As the Texas Department of Transportation (TxDOT) plans for future expansion of the state’s highway network, interest in higher design speeds has been expressed as a means of promoting faster and more efficient travel and movement of goods within the state. TxDOT funded project 0-6071 as part of a proactive consideration of safety on these high-speed facilities. This project began the process of developing roadside safety hardware suitable for use on high-speed highways. The impact conditions selected for the design, testing, and evaluation of this high-speed hardware include a speed of 85 mi/h and an angle of 25 degrees for barrier impacts. The design vehicles are those specified by the pending AASHTO Manual for Assessing Safety Hardware (MASH) and include a 5000-lb, ½-ton, 4-door pickup truck and a 2425-lb passenger car. After consideration of several barrier systems, two designs were selected for further evaluation through full-scale crash testing. These included an energy absorbing bridge rail concept and a modified wood post thrie beam guardrail. The results of the full-scale crash testing are presented and recommendations for future research are discussed. KW - Automobiles KW - Barriers (Roads) KW - Bridge railings KW - Energy absorption KW - Guardrails KW - High speed roads KW - Highway safety KW - Impact angle KW - Impact tests KW - Longitudinal barriers KW - Pickup trucks KW - Roadside safety hardware KW - Texas KW - Thrie beams KW - Wood posts UR - http://tti.tamu.edu/documents/0-6071-2.pdf UR - https://trid.trb.org/view/916328 ER - TY - RPRT AN - 01155712 AU - Hutton, Jessica M AU - Bokenkroger, Courtney D AU - Meyer, Melanie M AU - Midwest Research Institute AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Evaluation of an Adaptive Traffic Signal System: Route 291 in Lee’s Summit, Missouri PY - 2010/03//Final Report SP - 86p AB - An adaptive traffic signal system was installed on a 12-signal, 2.5-mi arterial in Lee’s Summit, Missouri in the Spring of 2008. An evaluation of travel time, delay, number of stops, fuel consumption, and emissions was conducted, which compared operational measures taken before implementation of the system to the same measures taken 1 month and 5 months after implementation. The evaluation found that travel time through the corridor decreased from 0 percent to 39 percent (as much as 2.5 minutes for some time periods), depending on time of day and direction of travel. In the southbound direction of travel, a statistically significant decrease in travel time was found during each of the study time periods, which included AM peak, morning off-peak, noon peak, PM peak, and night off-peak. In the northbound direction of travel, the AM peak and morning off-peak periods saw no statistically significant change in travel time, while all other periods saw a decrease. Improvements were greater in the southbound direction of travel because the previous timing plan favored travel in the northbound direction, especially during the morning. Decreases in the number of stops, fuel consumption, emissions, and time spent in congested conditions decreased during the time periods when travel time decreased. Minor-approach delay was measured at four intersections along the study corridor that represented a range of minor-street approach volumes. Most changes in minor-street delay ranged from a decrease of 3 seconds to an increase of 12 seconds. The change in minor-street delay did not appear to be related to approach volume, but increases in minor-street delay did correspond to intersections and times of day when mainline delay was most improved. The evaluation results indicate that the adaptive traffic signal system is effective in reducing travel time, delay, number of stops, fuel consumption, and emissions for traffic traveling through the corridor. The increase in delay to minor-street traffic was more than offset by the decrease in major-street delay. KW - Adaptive traffic control systems KW - Arterial highways KW - Before and after studies KW - Evaluation and assessment KW - Exhaust gases KW - Fuel consumption KW - Lee's Summit (Missouri) KW - Stopping KW - Traffic delays KW - Traffic signal control systems KW - Travel time UR - http://library.modot.mo.gov/RDT/reports/Ri08026/or10020.pdf UR - https://trid.trb.org/view/916407 ER - TY - RPRT AN - 01155372 AU - Wu, Wanyang AU - Gan, Albert AU - Cevallos, Fabian AU - Shen, L David AU - Florida International University, Miami AU - Federal Transit Administration TI - Optimization Models for Prioritizing Bus Stop Facility Investments for Riders with Disabilities PY - 2010/03//Final Report SP - 119p AB - The Americans with Disabilities Act (ADA) of 1990 prescribes the minimum requirements for bus stop accessibility by riders with disabilities. Due to limited budgets, transit agencies can only select a limited number of bus stop locations for ADA improvements annually. These locations should preferably be selected such that they maximize the overall benefits to patrons with disabilities. In addition, transit agencies may choose to implement the “universal design” paradigm, which involves higher design standards than current ADA requirements and can provide amenities that are useful for all riders, like shelters and lighting. Many factors can affect the decision to improve a bus stop, including rider-based aspects like the number of riders with disabilities, total ridership, customer complaints, accidents, deployment costs, as well as spatial aspects like the location of employment centers, schools, shopping areas, and so on. These interlacing factors make it difficult to identify optimum improvement locations without the aid of an optimization model. This report proposes two optimization models to help identify a priority list of bus stops for accessibility improvements. The first is a binary integer programming model designed to identify bus stops that need improvements to meet the minimum ADA requirements. The second involves a multi-objective nonlinear mixed integer programming model that attempts to achieve an optimal compromise among the two accessibility design standards. Based on a case study using data from Broward County Transit (BCT) in Florida, the models were found to produce a list of bus stops that were determined to be highly logical upon close examination. Compared to traditional approaches using staff experience, requests from elected officials, customer complaints, etc., these optimization models offer a more objective and efficient platform on which to make bus stop improvement suggestions. KW - Accessibility KW - Americans with Disabilities Act KW - Broward County Transit KW - Bus stops KW - Case studies KW - Design standards KW - Improvements KW - Investments KW - Mathematical models KW - Mixed integer programming KW - Optimization KW - Persons with disabilities KW - Strategic planning UR - http://lctr.org/transpodeliverables/files/Bus%20Stop%20Optimization%20Final%20Report.pdf UR - https://trid.trb.org/view/916309 ER - TY - RPRT AN - 01155110 AU - Federal Motor Carrier Safety Administration TI - Large Truck and Bus Crash Facts, 2008 PY - 2010/03 SP - 74p AB - This annual edition contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks and buses in 2008. Selected crash statistics on passenger vehicles are also presented for comparison purposes. KW - Bus crashes KW - Crash data KW - Crash injuries KW - Fatalities KW - Large trucks KW - Property damage KW - Statistics KW - Truck crashes UR - http://ai.volpe.dot.gov/CarrierResearchResults/PDFs/LargeTruckandBusCrashFacts2008.pdf UR - https://trid.trb.org/view/916076 ER - TY - RPRT AN - 01154726 AU - Sunkari, Srinivasa R AU - Songchitruksa, Praprut AU - Charara, Hassan A AU - Zeng, Xiaosi AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improved Intersection Operations During Detector Failures PY - 2010/03//Technical Report SP - 86p AB - The objective of this project was to develop three modules that would improve the efficiency of intersection operations at isolated signalized intersections. The motivation for these modules was to use the existing detectors more efficiently. This would in turn reduce the number of detectors required at the intersection and also improve operations in case of detector failures. The adaptive variable initial module (Module 1) can improve the typical variable initial feature available in most signal controllers by factoring the turning movements at the intersections in real time along with queue distribution, and activity on driveways between the detectors and stop bar. The detector failure module (Module 2) develops a rolling database of phase utilizations of all phases at the intersections. The module uses this database to determine the appropriate phase time when a detector failure is identified. The variable detector module (Module 3) monitors the phase utilizations on the major-street phase and the volume on the right-turn and left-turn detectors to vary the delay programmed on detectors to further improve the intersection operations. Researchers evaluated Module 1 and Module 2 and found them improving the intersection operations. However, initial implementations of Module 3 showed limited benefits and only under very rare conditions. Thus, researchers did not develop Module 3 further. Modules 1 and 2 require data that are easily available within the controller and can be incorporated into the signal controller firmware. KW - Failure KW - Isolated intersections KW - Operational efficiency KW - Signalized intersections KW - Traffic signal controllers KW - Vehicle detectors UR - http://tti.tamu.edu/documents/0-6029-1.pdf UR - https://trid.trb.org/view/915902 ER - TY - RPRT AN - 01154219 AU - Pearson, David F AU - Hard, Edwin N AU - Farnsworth, Stephen P AU - Forrest, Timothy L AU - Spillane, Debbie L AU - Ojah, Mark AU - Womack, Katie AU - Boxill, Sharon A AU - Lewis, Carol A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines and Recommendations for Household and External Travel Surveys PY - 2010/03//Product SP - 56p AB - The Texas Department of Transportation has a comprehensive ongoing travel survey program. Research under RMC 0-5711 examined areas within two select travel surveys concerning quality control issues involved in data collection and sampling error in the data caused by various assumptions, survey methods, and issues such as non-response. Quality control issues, sampling errors, and non-response in external and household travel surveys conducted in Texas were identified, examined, and evaluated. This report presents an assessment of various quality control issues for household and external surveys in Texas. Much of it is based on the research documented in RMC 0-5711-R1. This report extends those findings and includes documentation on the individual data element checks performed on the data from household and external surveys conducted in Texas. A set of guidelines and recommendations are presented to maintain and improve quality control for household and external surveys in Texas. KW - Data collection KW - Error analysis KW - Guidelines KW - Households KW - Nonresponse (Surveys) KW - Quality control KW - Recommendations KW - Statistical sampling KW - Texas KW - Travel surveys UR - http://tti.tamu.edu/documents/0-5711-P1.pdf UR - https://trid.trb.org/view/915844 ER - TY - RPRT AN - 01153259 AU - Cox, Brady R AU - McCartney, John S AU - Trowler, Christina N AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Accelerated Characterization of Full-Scale Flexible Pavements Using a Vibroseis PY - 2010/03//Final Report SP - 101p AB - Geosynthetic basal reinforcement has been used in flexible pavements to limit the occurrence of rutting, fatigue, and environmental-related cracking, and to permit reduction in base course thickness. However, the lack of an accelerated test to evaluate the behavior of full-scale pavement test sections in an economical and representative manner has limited the understanding of the role of variables that may affect the performance of basally-reinforced flexible pavement. Current accelerated tests involve either cyclic plate load tests or heavy vehicle simulators. Cyclic plate load tests often have scale effects, while heavy vehicle simulators require significant space, high construction cost, and long durations. These shortcomings have prevented parametric analyses of important variables such as pavement geometry, geosynthetic properties, depth of geosynthetic placement, stress state, and load (magnitude and frequency). The research objective of this study is to develop and validate a new accelerated testing approach to characterize full-scale pavement models with the capability of considering these variables in a timely manner. Specifically, this study will involve construction of full-scale pavement test sections which will be characterized using a vibroseis (shaker truck). The vibroseis can apply static wheel loads as well as dynamic normal and shear loads at selected frequencies. In the tests, dynamic loads will be applied to the pavement surface, and nonlinear stiffness-strain relationships for the pavement layers (base, geogrid, and subgrade) will be inferred using geophones and suction sensors embedded at different depths in the pavement section. This information will be useful to perform long-term dynamic modeling of pavements Cycles of ESALs will then be applied until pavement failure is observed, similar to traditional heavy vehicle simulator tests. Accordingly, this test is expected to be faster and yield more useful information than existing tests, while still maintaining representative loading conditions. An important component of this study will be the selection of the geometry of the test sections and the characteristics of the applied loads to ensure test conditions representative of actual pavements. This study will only involve the development and validation of this testing approach. However, future projects will apply this new test in parametric evaluation of design alternatives, permitting selection of the optimal pavement design before implementation in the field. Information from such tests can be used to develop design guidelines for reinforced pavements, perform cost-benefit design analyses, evaluate the impact of environmental variables in a controlled setting, and calibrate design codes for lifetime prediction of reinforced pavements. KW - Accelerated tests KW - Base course (Pavements) KW - Dynamic loads KW - Equivalent single axle loads KW - Flexible pavements KW - Geogrids KW - Geophones KW - Geosynthetics KW - Static loads KW - Subgrade (Pavements) KW - Test sections KW - Vibratory equipment UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%203013.pdf UR - https://trid.trb.org/view/914832 ER - TY - ABST AN - 01461316 TI - Criteria and Tools for Sustainable Highways AB - The purpose of this task order is to identify the characteristics of a sustainable highway and to develop tools, procedures and techniques that can be incorporated into standard practice to make highways more sustainable. This task order will support the work of the Federal Highway Administration (FHWA) Office of Planning, Environment and Realty (HEP) and will be used to inform actions of the Federal Highway Administration, State Departments of Transportation, Metropolitan Planning Organizations, and other transportation stakeholders. KW - Design criteria KW - Highway design KW - Highways KW - Planning and design KW - Sustainable development KW - Technical assistance KW - Technological innovations UR - https://trid.trb.org/view/1229535 ER - TY - RPRT AN - 01158446 AU - Wolters, Angela S AU - Zimmerman, Kathryn A AU - Applied Pavement Technology, Incorporated AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Research of Current Practices in Pavement Performance Modeling PY - 2010/02/26/Final Report SP - 100p AB - In anticipation of developing pavement performance models as part of a proposed pavement management system, the Pennsylvania Department of Transportation (PennDOT) initiated a study in 2009 to investigate performance modeling activities and condition information used by other state highway agencies (SHAs), and to obtain recommendations on how to proceed with their own modeling efforts. A survey of state practice was conducted and the practices of other states were summarized. The findings from the survey were then used to develop three pavement performance modeling options for PennDOT. A final recommendation of how PennDOT should proceed with pavement performance modeling was created and is detailed in this Final Report. KW - Mathematical models KW - Pavement management systems KW - Pavement performance KW - Pennsylvania Department of Transportation KW - State departments of transportation KW - State of the practice KW - Surveys UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Research%20of%20Current%20Practices%20in%20Pavement%20Performance%20Modeling.pdf UR - https://trid.trb.org/view/919191 ER - TY - RPRT AN - 01472077 AU - Wiebelhaus, Mitch J AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Sicking, Dean L AU - Bielenberg, Robert W AU - Reid, John D AU - Rohde, John R AU - Dey, Gopi AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Development and Evaluation of the Midwest Guardrail System (MGS) Placed Adjacent to a 2:1 Fill Slope PY - 2010/02/24/Final Report SP - 186p AB - W-beam guardrail is often used to protect motorists from steep roadside slopes adjacent to high-speed roadways. Although previously designed systems have demonstrated acceptable safety performance, the long posts and half-post spacing have proven to be both costly and introduce maintenance challenges. Furthermore, the improved redirective capacity of the Midwest Guardrail System (MGS) provides the opportunity to eliminate the need for half-post spacing and thereby greatly reduces the cost of placing a barrier at the slope break point. A stiffened version of the MGS was developed for use adjacent to steep roadside slopes. The new design incorporates 2,743-mm (9-ft) long posts on a 1,905 mm (75 in.) spacing. With the top of the W-beam mounted at a height of 787 mm (31 in.), this guardrail was successfully crash tested according to the Manual for Assessing Safety Hardware (MASH) safety performance evaluation criteria. Hence, the stiffened MGS guardrail design with full post spacing is acceptable for use on the National Highway System. This new guardrail design will provide a safe and economical alternative for use along highways with steep slopes very close to the travelway. KW - AASHTO Manual for Assessing Safety Hardware KW - Guardrails KW - Highway safety KW - Impact tests KW - Location KW - Midwest Guardrail System KW - Slopes KW - Stiffness UR - https://trid.trb.org/view/1239506 ER - TY - ABST AN - 01461679 TI - An Exploration of Fixed-Guideway Transit Criteria Revisited AB - The Federal Transit Administration, the American Public Transportation Association, the New Starts Working Group, and various other advocacy groups (e.g., Smart Growth America) have held a number of working sessions to re-think how New Starts projects are evaluated and rated. One proposal that is likely to be enacted during the SAFETEA-LU reauthorization is a requirement that FTA apply a "warrants-based" approach to project evaluation and rating. A warrants-based approach would provide that, if a specific project or corridor meets specific population density, employment density, existing transit use, congestion levels, or other criteria, the project would be warranted and a "medium" rating would be assigned. Currently, there is little available research to determine the potential "warrants" for various transit modes and corridor conditions, based on the characteristics of existing, successful transit systems. In November 1980, UMTA (now FTA) published a landmark report titled "Urban Rail in America: An Exploration of Criteria for Fixed-Guideway Transit," which was authored by Boris Pushkarev and Jeffrey Zupan. The purposes of that study were to explore what range of travel volume is sufficient to warrant a certain level of fixed-guideway investment; to indicate the location of urban corridors where such travel volumes may be found; to offer a rough, tentative assessment of the national market for fixed- guideway facilities; and to aid in focusing local planning on the most promising locations. Based on operating experience with existing systems at the time, functions were developed relating variables such as population density, development density, service frequency and speed to travel volumes, and minimum travel volume criteria or thresholds for fixed-guideway were formulated. An update of "Urban Rail in America" would contribute substantially to this discussion, and provide a framework for warrants for project evaluation. The update would offer new criteria for fixed-guideway transit using current data for the many such major transit projects that have been put into operation in the past 25 years. The update would add bus rapid transit (BRT) to the modes considered, and might drop downtown people movers, a technology whose popularity has waned. The objective of this research would be to evaluate and develop appropriate warrants for major transit capital investment projects and update "Urban Rail in America." This would provide an analytical framework for simplifying the evaluation of transit projects by analyzing the characteristics of the setting, the operation, the cost, and the performance of existing fixed- guideway transit lines. KW - Capital investments KW - City planning KW - Guideways KW - Intermodal transportation KW - Population density KW - Rail transit KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Smart growth KW - Warranty UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2894 UR - https://trid.trb.org/view/1229898 ER - TY - ABST AN - 01461675 TI - Research Support for Transit Industrial Control Systems and Cyber Security AB - With the support of the American Public Transit Association (APTA) Security Standards Policy & Planning Committee, the Security Standards Program has been approved to form a fourth Working Group; the formation of the Cyber Security Standards Working Group is targeted for November 2009. Of central concern are the industrial control systems that monitor and control physical activities on transit rail systems. It is anticipated that in early 2010 transit rail systems will need to respond to industrial control systems guidance (now in final revision) developed by the National Institute of Standards and Technology (NIST). That guidance is likely to point to the need for continuous (rather than periodic) certification of industrial control systems. TCRP Project J-6/Task 77 has begun to bring together transit rail systems, initially in response to the National Transportation Safety Board (NTSB) urgent recommendations made to the FTA dated July 13, 2009, NTSB Reference R-09-07. Additional NTSB recommendations of September 22, 2009, References R-09-17 and -18 (Urgent) and R-09-19, point to the need for research support for development of recommended practices and standards for industrial control systems and cyber security. The APTA Cyber Security Standards Working Group will support facilitation of volunteer participation (including travel support), which is necessary but not sufficient; research in depth is needed as well. The objective of this research is to provide support for the development of recommended practices and standards for transit industrial control systems and cyber security. This work will build upon the previous TCRP-sponsored research to draft recommended practices and standards. Initial topics to be addressed include signal systems, track circuits, and train controls. KW - Automatic train control KW - Computer security KW - Cybersecurity KW - Public transit KW - Rail transit facilities KW - Research projects KW - Security KW - Technical support KW - Track circuits KW - Traffic signal control systems KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2898 UR - https://trid.trb.org/view/1229894 ER - TY - ABST AN - 01465302 TI - Trajectory Management - Arrivals (RNAV/RNP w/ 3D and Required Time Arrival) AB - This project will ensure that the safe and efficient transition of aircraft from en route to terminal airspace with appropriate sequencing and spacing. Several key mechanisms will be necessary to support this more efficient transition. Required Navigation Area Navigation/Required Navigation Performance (RNAV/RNP) procedures with vertical constraints and required time of arrival will provide the precision necessary to avoid using extra separation between aircraft. Use of metering times at key merge points will be used by air traffic managers as used today in Center-TRACON Automation System Traffic Management Advisory (CTAS TMA). In this type of operation, an aircraft's meter point time (MPT) is used to determine when it enters into the TRACON airspace and is given clearance to continue to the assigned runway. Metering must take into account runway load balancing and will serve to reduce (but not eliminate) the need for delay absorption needed inside the TRACON. KW - Air traffic control KW - Aircraft separation KW - Airport ground transportation KW - Arrival time KW - Flight trajectories KW - Required navigation performance UR - https://trid.trb.org/view/1233535 ER - TY - RPRT AN - 01173862 AU - Finkenbinder, Annie AU - Britt, Kelley AU - Blair, Catherine Cox AU - Reconnecting America AU - Federal Transit Administration TI - Transit-Oriented Development Tools for Metropolitan Planning Organizations PY - 2010/02/23 SP - 33p AB - This report describes the benefits of transit-oriented development (TOD), combined with Metropolitan Planning Organizations (MPO). At the core of transit-oriented development is the idea that people with a wide range of incomes can live and work in places with interconnected transportation networks that offer more transportation options, allowing them to take care of some of their daily trips using transit, walking and biking, rather than driving. Since the most transit supportive neighborhoods also tend to be compact neighborhoods, this density also supports a mix of uses and activities including housing, work places, child care, stores, and restaurants. And, because of this compact walkability and mix of uses, people can also take care of some of their daily needs by walking or biking to various destinations. Thus, people are able to reduce the amount of money spent on travel, the number of vehicle miles traveled by car, and perhaps the number of cars they own – with positive impacts not just for households but also for the general public. To garner significant changes in behavior, however, alternative modes of transport must be convenient, timely, seamlessly connected, and safe. Increasingly, practitioners are focusing on building transportation “networks”, rather than individual transit lines. These networks knit together a region’s vast array of neighborhoods, destinations and centers. A person might leave their home in the morning, walk to a nearby bus stop, catch a bus that connects to a light rail line, then ride into the city center where they walk the last few blocks to their office. At the end of the day, they might take a streetcar to a nearby restaurant, then bus home along an entirely different route. The regions that have attracted the greatest amount of development around transit facilities and made significant shifts in auto ownership and transit ridership are those regions that have highly interconnected transit networks, linked with safe and direct walking and bicycling networks. In these successful cases, TOD is not an isolated occurrence, but a network of places and nodes with community-wide and even regional scope. When MPOs are involved with TOD decisions and planning, it is easier for TOD to become region-wide and not just site specific. KW - Accessibility KW - Bicycling KW - Metropolitan planning organizations KW - Networks KW - Public transit KW - Quality of life KW - Regional planning KW - Transit oriented development KW - Transportation planning KW - Travel demand management KW - Walking UR - http://www.reconnectingamerica.org/public/download/ctod_mpotod_final UR - https://trid.trb.org/view/930631 ER - TY - RPRT AN - 01159762 AU - Kandarpa, Ram AU - Sangillo, Jeff AU - Burgess, Lisa AU - Toppen, Alan AU - Booz Allen Hamilton AU - Kimley-Horn & Associates, Incorporated AU - Research and Innovative Technology Administration TI - Real-Time Traveler Information Market Assessment White Paper PY - 2010/02/22 SP - 160p AB - This report takes a multi-modal look at the “lay of the land” of the real-time traveler information market in the United States. This includes identification and characterization of the gaps in the domestic industry with respect to data coverage, data quality, data procurement methods, and data usage. Ultimately, the focus is to identify the gaps in real-time information across different modes (i.e., traffic, transit, parking, and intermodal/freight). The analysis also documents the institutional, technical, and cost issues associated with collecting real-time data from these modes; opportunities for closing the gaps; and utility of real-time data for uses beyond traveler information. Although each mode offers a unique set of challenges, an important objective of this study is to identify opportunities to best leverage resources and innovative approaches that span multiple modes. KW - Advanced traveler information systems KW - Data collection KW - Data quality KW - Intelligent transportation systems KW - Real time information UR - http://ntl.bts.gov/lib/32000/32900/32927/index.htm UR - http://ntl.bts.gov/lib/32000/32900/32927/rtti_wp.pdf UR - https://trid.trb.org/view/920264 ER - TY - ABST AN - 01461700 TI - Overcoming Barriers to 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. This requires a variety of data describing the types and volume of freight moved between areas of production and attraction and the characteristics of modes that carry that freight (e.g., quality and cost of service). Key elements of those data come from individual shippers and carriers; the originators of data on shipments by commodity type, volume, and schedule; flows by mode; and levels of service in the logistics system. It has become almost standard for private carriers and shippers to track shipments and vehicles in near-real-time to support operations management. Such detailed and accurate data, in both real-time and archived form, are of high value to public infrastructure operators for management and planning purposes. In particular, these data are essential for modeling freight flows and their environmental and energy consequences, and for testing policies to manage and moderate those consequences. Stakeholders in freight data sharing also include the vendors that collect real-time data for carriers and shippers, as well as consultants who analyze and transform those data into useful management information. However, there are several important barriers to be overcome to collect, share, and make effective use of such private freight flow data. The objective of this research is to provide a general framework for agreements for public-private sharing of freight data to support planning and management decisions. The products will include samples and case studies of successful pubic-private freight data sharing arrangements, identification and analysis of the safeguards included to protect all stakeholders, and model data sharing agreements. KW - Data collection KW - Freight corridors KW - Freight traffic KW - Freight transportation KW - Intermodal transportation KW - Public private partnerships KW - Quality of service KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2919 UR - https://trid.trb.org/view/1229920 ER - TY - RPRT AN - 01154170 AU - Lawphongpanich, Siriphong AU - Yin, Yafeng AU - University of Florida, Gainesville AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - A Pricing Approach for Mitigating Congestion in Multimodal Transportation Systems PY - 2010/02/19/Final Report SP - 16p AB - The problem addressed in this research is to determine usage prices for a system with multiple modes of transportation with the objective of reducing congestion. With multiple modes, these prices can take on several forms. On road networks, the usage prices refer to the tolls collected from motorists for access to certain streets and highways. On a transit system, the usage prices are the fares the riders have to pay to travel on, for example, buses and subways. The basic concept in this proposal is to employ the market force to allocate limited road and transit capacities among travelers by their need to travel and their willingness to pay. The idea involves charging congested routes higher prices. When willing to pay higher prices, travelers can travel with reduced congestion during peak periods, using the modes, and along the routes of their choosing. KW - Congestion pricing KW - Fares KW - Market forces KW - Multimodal transportation KW - Tolls KW - Travel needs KW - Willingness to pay UR - http://cms.ce.ufl.edu/research/Lawphongpanich_CMS_Final_Report_2008-006.pdf UR - http://ntl.bts.gov/lib/45000/45600/45642/Lawphongpanich_CMS_Final_Report_2008-006.pdf UR - https://trid.trb.org/view/915692 ER - TY - ABST AN - 01462015 TI - Consolidated Security Credential for Persons Who Transport Hazardous Materials AB - Workers in the transportation sector, including commercial drivers, pilots, airline and other aviation sector personnel, vessel officers and crew members, rail workers, and others face multiple security credentialing requirements. These workers may also have to undergo government mandated pre-employment security threat assessments and credentialing for the Commercial Drivers License (CDL) Hazardous Materials Endorsement (HME); Transportation Workers Identification Credential (TWIC); air cargo and private facility access (such as to chemical manufacturing plants); the Free and Secure Trade (FAST) program for border crossings; access to Department of Defense facilities; and a myriad of locally and state-administered security and threat assessments (such as the Florida Unified Port Access Card). For example, currently a truck driver that carries placarded loads must have a HME; if the driver accesses an airport, a Secure Identification Display Area (SIDA) credential is required; if the driver accesses a port, a TWIC is required; if the driver transports freight for the U.S. Postal Service, a USPS credential is required; if the driver transports freight across the U.S. border, a FAST credential is required. Each credential requires a separate background check, imposing costs and delays for obtaining and retaining such credentials. Research is needed to identify options to reduce duplicative elements and associated costs to the individual, the hiring entity, and the program managers. The objective of this research is to identify options for achieving the objective of a single, universally recognized credential that establishes (a) identity; (b) eligibility to access secure areas; and (c) eligibility to obtain or hold transportation-related licenses, credentials and other government certifications required of persons who transport hazardous materials by all modes in the U.S. KW - Commercial vehicle operations KW - Credentials KW - Florida KW - Free and Secure Trade program KW - Hazardous material transportation KW - Hazardous materials KW - Marine terminals KW - Port operations KW - Port traffic KW - Security KW - Transportation Worker Identification Credential UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2660 UR - https://trid.trb.org/view/1230235 ER - TY - RPRT AN - 01325124 AU - Cardosi, Kim AU - Chase, Stephanie AU - Eon, Danielle AU - Volpe National Transportation Systems Center TI - Runway Safety PY - 2010/02/12 SP - 37p AB - Information provided through analysis of runway incursions is useful in many ways. Analysis of the errors made by pilots, controllers, and vehicle drivers is the first step toward developing error mitigation strategies. Furthermore, successful design of future systems requires knowledge of characteristics of the incursions experienced today as well as the successes and limitations of previously implemented strategies This paper explores what is known about the human errors and other factors that have been identified as contributing to runway incursions, and offers some error mitigation strategies. The data presented will be useful in helping to design the most effective tools for safety, increasing capacity, and for estimating the safety benefits of proposed system enhancements. KW - Air traffic control KW - Air traffic controllers KW - Air transportation crashes KW - Aircraft pilotage KW - Airport runways KW - Flow control (Air traffic control) KW - Human error KW - Runway incursions UR - http://ntl.bts.gov/lib/35000/35000/35095/Cardosi_Runway_Safety_2010.pdf UR - https://trid.trb.org/view/1085884 ER - TY - ABST AN - 01464001 TI - Research for AASHTO Standing Committee on Highways. Task 288. National Calibration of MEPDG Rigid Pavement Models Based on Corrected CTE Values AB - This research will (1) revise the long-term pavement performance (LTPP) data files used in the national calibration of the Mechanistic-Empirical Pavement Design Guide (MEPDG) rigid pavement models to correct for previous errors in the measurement of coefficients of thermal expansion, (2) recalibrate the MEPDG with the new data files, and (3) validate the output of the recalibrated MEPDG for analysis and design of rigid pavements. KW - Calibration KW - Coefficient of thermal expansion KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Rigid pavements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2867 UR - https://trid.trb.org/view/1232229 ER - TY - ABST AN - 01461315 TI - Outreach to Promote Transportation, Land Use and Preservation and Smart Growth Issues AB - This conference will build on the previous successes of the New Partner's for Smart Growth Conference series. This conference will concentrate on Building Safe, Healthy and Livable Communities. Previous conferences shared a focus on smart growth issues, and in general, targeted transportation professionals, developers, builders, local elected officials, key local government staff, planners, architects, landscape architects, urban designers, lending institutions, and bicycle and pedestrian advocates. Through our participation and sponsorship, we will facilitate the inclusion of DOT sponsored transportation initiatives on the conference agenda. The Conference will also include keynote addresses from the Secretaries of Department of Transportation (DOT), Housing and Urban Development (HUD) and Environmental Protection Agency (EPA). This conference will provide more than 1000 individuals an opportunity to hear initiatives moving forward from the Partnership for Sustainable Communities. This conference will bring together a group of leaders in the field to review the experience to date, describe best practices, and explore needed improvements and related research needs. It will also draw on other transportation modes and other sectors of the economy to identify innovative uses of planning techniques and tools to improve decision-making. This task includes a summary report of the meetings and formatting of resource materials including materials developed by presenters. Local Commission will prepare summary meeting proceedings. It is anticipated that will not only develop proceedings along with the supporting documents from the presenters but will also disseminate the materials to interested researchers and practitioners. KW - Best practices KW - Decision making KW - Land use planning KW - Livable communities KW - Mode choice KW - Nonmotorized transportation KW - Smart growth KW - Sustainable development KW - Sustainable transportation UR - https://trid.trb.org/view/1229534 ER - TY - ABST AN - 01464017 TI - Quick Response for Special Needs. Task 18. Primer on Carbon Credits and Revenue Opportunities for Airports AB - The growing concern for the impact of CO2 emissions on the environment has led to policies and regulations designed to control and limit greenhouse gas (GHG) emissions. One outcome of these regulations has been the development of carbon markets, where carbon credits are bought, sold, and traded. As airports evaluate their options in the new market and regulatory environment, there may be potential for them to generate revenue by generating and selling credits in the carbon market. However, as the carbon credit market continues to evolve, there are many questions regarding airport participation, including the kind of credits airports can create or trade, who can take credit for various actions at an airport, the minimum level of credits needed to be marketable, and how carbon trading would affect airport compliance obligations, including grant assurances made to the federal government. Research is needed to provide the airport community with current, relevant information on the carbon trading market and potential opportunities and/or challenges to their participation in this market. The objective of this research is to prepare a primer for airports that describes the carbon credit market and outlines potential opportunities for and challenges to airport participation. KW - Air quality management KW - Airport operations KW - Airports KW - Carbon dioxide KW - Climate change KW - Greenhouse gases KW - Jet engine fuels KW - Pollutants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2811 UR - https://trid.trb.org/view/1232245 ER - TY - ABST AN - 01577980 TI - Biotechnological Improvement of Switchgrass (Panicum Virgatum) for Higher Biomass Yield AB - No summary provided. KW - Biomass KW - Grasses KW - Technology UR - https://trid.trb.org/view/1371344 ER - TY - ABST AN - 01577446 TI - Evaluating the Economics of Incorporating Preprocessing Facilities in Biomass Supply Logistics with an Application in East Tennessee AB - No summary provided. KW - Biomass KW - Economic factors KW - Facilities KW - Logistics KW - Processing (Materials) KW - Supply chain management KW - Tennessee UR - https://trid.trb.org/view/1370572 ER - TY - ABST AN - 01576084 TI - Identification of Ma1, a Gene that Prevents Flowering of Biomass Crops AB - No summary provided. KW - Biomass KW - Crops KW - Genetics KW - Plants UR - https://trid.trb.org/view/1370157 ER - TY - ABST AN - 01575843 TI - Technical and Economic Impact of Multiple Biomass Feeds on Ethanol Production at a Repurposed Kraft Pulp Mill AB - No summary provided. KW - Biomass fuels KW - Economic impacts KW - Ethanol KW - Mills KW - Production UR - https://trid.trb.org/view/1368766 ER - TY - ABST AN - 01575545 TI - Integrated Biorefinery Optimization through Biomass Fractionation, Gasification, and Advanced Catalytic Conversion Processes AB - No summary provided. KW - Biomass fuels KW - Catalysis KW - Energy conversion KW - Gasification KW - Optimization KW - Refining UR - https://trid.trb.org/view/1368010 ER - TY - ABST AN - 01575539 TI - Microemulsions for Enhanced Biomass Pretreatment AB - No summary provided. KW - Biomass KW - Emulsions KW - Production methods UR - https://trid.trb.org/view/1367961 ER - TY - ABST AN - 01575348 TI - Transgenic Wood with Genetically Built-In Hyperthermophilic Endo-1, 4-Beta-D-Xylanase/Beta-Xylosidase and Reduced Lignin for Direct Biological-Based Saccharification AB - No summary provided. KW - Biomass KW - Wood waste UR - https://trid.trb.org/view/1367545 ER - TY - ABST AN - 01465257 TI - FMCSA Advanced System Testing Utilizing a Data Acquisition System on the Highways AB - This effort will conduct a fast-turnaround and independent evaluations of promising safety technologies aimed at commercial vehicle operations. In FY 2010 the Federal Motor Carrier Safety Administration (FMCSA) established a cooperative agreement with the National Surface Transportation Safety Center for Excellence (NSTSCE) to test safety technologies. One of the goals of the NSTSCE is to develop and disseminate advanced transportation safety techniques and innovations through the FMCSA Advanced System Testing utilizing a Data Acquisition System on the Highways (FAST DASH) program. This program is expected to reduce significantly both the time and the resources required to conduct tests and independent evaluations of potentially life-saving safety technologies. KW - Commercial vehicle operations KW - Data collection KW - Highway safety KW - Information dissemination KW - Motor carriers KW - Technological innovations UR - https://trid.trb.org/view/1233490 ER - TY - ABST AN - 01464126 TI - Quick Response for Special Needs. Task 17. Risk Assessment of Proposed ARFF Standards AB - Federal legislators are considering issues that could eventually lead to a change in aircraft rescue and firefighting (ARFF) requirements at airports. To date discussion has centered on "voluntary consensus standards" promulgated by the National Fire Protection Association (NFPA), although there are International Civil Aviation Organization (ICAO) standards as well. The practical effects of a change to the federal requirements could include (1) an increase in ARFF staffing, (2) a reduction in ARFF response times, (3) increases in the airport area that must be served within the response time, and (4) increases in ARFF equipment. Airport operators, ARFF professionals, and federal regulators need a fuller understanding of each of these potential effects, as well as the potential safety effects of the proposed changes. ACRP's Web-Only Document 7: How Proposed ARFF Standards Would Impact Airports (http://onlinepubs.trb.org/onlinepubs/acrp/acrp_webdoc_007.pdf.) describes current NFPA and ICAO standards for ARFF at airports. This research, led by GRA, Incorporated, examined the cost implications if airports adopted these standards. To assess potential benefits, the researchers analyzed 10 years' of accident data and National Transportation Safety Board (NTSB) reports to estimate whether or not, if the proposed standards had been implemented previously, there would likely have been a change in the survivability. As a result of the information presented in ACRP Web-Only Document 7, airport practitioners have requested an in-depth examination of the NFPA and ICAO standards. This research will expand the analysis of historical accident data within the context of specific NFPA and ICAO changes to ARFF staffing, reduction in ARFF response time, increase in the airport area to be served within the response time, and increase in ARFF equipment. Specifically, the question is: to what extent could the proposed ARFF standards be expected to mitigate risks and accident fatalities at airports? This research should include either a statistical analysis or another modeling method to assess how each element in the NFPA and ICAO standards differs from current FAA regulations and the potential impact such differences might have made to accident history. At a minimum, 20 years of accident data should be used in conducting a statistical analysis of the proposed standards in terms of how such standards could prevent or reduce the number of injuries/fatalities. Then, using information obtained from ACRP Web-Only Document 7 and other relevant literature in the area of assessing the value of mitigating a human fatality or serious injury, the researchers should assess the economic costs and benefits of the proposed changes. KW - Air transportation crashes KW - Aircraft operations KW - Aircraft safety KW - Airport operations KW - Civil aviation KW - Economic impacts KW - Fire fighting KW - National Fire Protection Association KW - Policy making KW - Policy, legislation and regulation KW - Research projects KW - Statistical analysis UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2810 UR - https://trid.trb.org/view/1232354 ER - TY - ABST AN - 01462057 TI - Freight Transportation Cost Data Elements AB - A critical requirement of transportation planning and management is to understand the performance of transportation systems and facilities. Transportation system performance and related data can be used to monitor and assess existing freight transportation efficiency and to target system improvements. Accurate freight transportation cost data are required for cost-benefit comparisons, impact and systems analyses, and modal optimization. Measures previously used have included freight bill costs and cargo value, or shipper costs which may include indirect broker costs and other supply chain profit margins. These measures may have little connection to the direct and discrete marginal costs to users of a given facility. One useful measure or performance indicator is the freight carrier costs that accrue while using a particular transportation system or facility. While the direct freight user costs associated with the use of any particular transportation facility may not be a direct consequence of the facility itself, the marginal costs that accrue can provide a good indicator or surrogate for how user costs can change within a system, or as a tool for comparing costs across systems. Transportation decisionmakers have two methods for obtaining freight cost data: either from primary sources or indirectly through ad hoc estimation. However, many primary sources of freight transportation cost data disappeared with deregulation or because of budget constraints. Estimated freight transportation cost data used today typically derive from secondary data, aggregated piecemeal data, facility-specific surveys, or broad cost indices. While freight transportation cost data can fluctuate dramatically, the relevant cost data elements are relatively stable across modes and time. Consequently, research and guidance is needed on (1) the freight cost data elements required for different transportation planning objectives and (2) the sources of those data elements. The objectives of this research are to (1) identify the specific types of direct freight transportation cost data elements required for public investment, policy, and regulatory decisionmaking and (2) describe and assess different strategies for identifying and obtaining the needed cost data elements. KW - Benefit cost analysis KW - Capital investments KW - Cost data KW - Decision making KW - Freight bills KW - Freight documents KW - Freight transportation KW - Policy KW - Policy making KW - Public investment KW - Research projects KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2669 UR - https://trid.trb.org/view/1230277 ER - TY - RPRT AN - 01158449 AU - Laman, Jeffrey A AU - Guyer, Robert C AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Condition Assessment of Short-line Railroad Bridges in Pennsylvania PY - 2010/02/01/Final Report SP - 426p AB - Current levels of available resources to maintain and preserve the Pennsylvania short-line railroad (SLRR) bridge infrastructure require that important priority decisions be made on an annual basis. The primary objective of this study was to establish a reliable database of Pennsylvania SLRR bridges and to develop a risk-based bridge prioritization algorithm. A bridge survey of Pennsylvania SLRR owners and operators was conducted to develop a bridge database that would be as complete and accurate as possible given the available time and resources. The proposed algorithm provides a tool for the Pennsylvania Department of Transportation (PennDOT) to use in making more effective maintenance and preservation resource allocation decisions for these structures. This study consisted of a literature review, bridge survey, database update, bridge sample, assessment of the current overall SLRR bridge population, and a risk-based prioritization algorithm. KW - Algorithms KW - Condition surveys KW - Databases KW - Decision making KW - Literature reviews KW - Pennsylvania KW - Railroad bridges KW - Resource allocation KW - Risk based maintenance KW - Short line railroads KW - Strategic planning UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Condition%20Assessment%20of%20Short-Line%20Railroad%20Bridges.pdf UR - https://trid.trb.org/view/919194 ER - TY - RPRT AN - 01598788 AU - Sharp, Jeremy A AU - Johnson, Hunter Neal AU - Pevey, Kimberly C AU - McAnally, William H AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Bienville PY - 2010/02//Final Report SP - 75p AB - The objective of this report is to present economical, environmentally friendly, and effective alternatives to maintenance dredging for the Port of Bienville and its access channels. The Port of Bienville is located in Hancock County, directly off the Pearl River in the southeastern corner of Mississippi. Access to the Port from the Gulf of Mexico is provided by a channel that passes through Lake Borgne to the Rigolets, then through Little Lake to the Pearl River. When ports such as Bienville experience sediment deposition that will ultimately lead to unacceptable loss of water depth, solutions to maintain navigability include the traditional method of dredging or one of many other alternatives that can be complete (eliminating sediment deposition) or partial (reducing sediment deposition so as to reduce dredging need). Solutions tend to be unique to each port, for a successful design depends on port layout, waterway configuration, flow conditions, and sediment type and supply; however, all solutions can be placed in three categories – methods that keep sediment out of the port, methods that keep sediment that enters the port moving (and prevents net deposition), and methods that remove sediment after it has deposited in the port. The loss of all Port records during Hurricane Katrina required that other estimates of sedimentation volume, location and processes be made. In July 2008 the University of Southern Mississippi Hydrographic Science Program did a navigation chart comparison between their chart completed in July 2008 and the National Oceanographic and Atmospheric Administration's (NOAA’s) navigation chart from 1995, producing a map of depth changes along the Pearl River. Field observations, a numerical hydrodynamic model, and standard sediment analyses were used to estimate sediment deposition in the Port as averaging 10,000 tons per year. Two alternatives are suggested – a sediment trap to capture sediment and prolong the periods between dredging and agitation to prevent sediment from consolidating on the bed. Neither will be cost effective at present sedimentation rates. An alternative that would reduce access dredging requirements and provide easier, faster access is relocation of the navigation channel from Little Lake to the lower Pearl River directly to Lake Borgne. A proposed design for that relocation is provided. It will require some new work dredging and relocation of a railroad bridge, but will provide safer, easier access and reduced channel dredging. KW - Agitation dredging KW - Bienville (Mississippi) KW - Channels (Waterways) KW - Design KW - Port of Bienville KW - Ports KW - Relocation (Facilities) KW - Sediment resuspension KW - Sediment traps KW - Sedimentation UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199D%20-%20Sedimentation%20Solutions%20for%20the%20Port%20of%20Bienville.pdf UR - https://trid.trb.org/view/1404495 ER - TY - RPRT AN - 01598785 AU - Davis, Trey E AU - McAnally, William H AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Gulfport PY - 2010/02//Final Report SP - 96p AB - The objective of the project is to develop solutions to reduce sediment problems within the Port of Gulfport, MS and to introduce a working simulation model to reinforce the importance of throughput within the Port of Gulfport. Sediment deposition causes and solutions will be studied along with a brief explanation of the hindrance of dredging to vessel throughput within the port. Ports along the Mississippi Gulf Coast experience large amounts of sediment deposition within their ports and ship channels. The primary tool for sediment removal is dredging, which can be very expensive and create downtimes within port operations. Research will study existing deposited material to determine its sources and suggest solutions for reduction of sediment deposition using structures, technologies and/or practices. Instruments used for such studies were clam shell dredges, Niskin tubes, and automatic water samplers to test bed sediment gradation, suspended point sediments and tidal variations in suspended sediments, respectively. Additionally, fluid mud data were retrieved from the U.S. Army Corps of Engineers Engineering Research and Development Center. This combination of data assisted in the development of solutions for the reduction or prevention of sediment deposition within the port. Further, research was performed to compare the estimated allowable throughput without dredging to throughput with dredging. This throughput estimation is shown in a simulated model. KW - Current deflecting wall KW - Design KW - Gulfport (Mississippi) KW - Port of Gulfport KW - Ports KW - Sediment traps KW - Sedimentation KW - Simulation KW - Suspended sediments KW - Throughput KW - Waterways UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199B%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Gulfport.pdf UR - https://trid.trb.org/view/1404493 ER - TY - RPRT AN - 01598783 AU - Pevey, Kimberly Collins AU - McAnally, William H AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Biloxi Ports PY - 2010/02//Final Report SP - 43p AB - The objective of this project is to determine the source of sedimentation in the Ports of Biloxi and provide engineered solutions which will reduce or eliminate the need for dredging within the ports. The Commercial Docking Facility, Small Craft Harbor, and Point Cadet Harbor are all are located on the Biloxi Channel, an East-West channel that runs between the mainland and Deer Island. The Biloxi Channel provides a 12’ x 150’ dredged channel connection from the Intracoastal Waterway on both the east and west side of Deer Island. It is maintained at 10’ x 150’ between the facilities north of Deer Island. The Lighthouse Commercial Docking Facility is located on the Back Bay of Biloxi. Field sampling included water samples and sediment samples taken in and around the ports and in the Biloxi Channel. Samples were collected between January and June 2009, with the exception of storm event samples taken in November 2009. Velocity measurements were taken in the Biloxi Channel and across each harbor entrance. These velocities, along with tidal data, were used to estimate deposition rates. Limited correlation was found between wind, tides, and the Total Suspended Solids (TSS) in the samples. When tides were near low water, a few higher TSS values were observed. Shallow depths during lower tides may have allowed the wind wave energy to reach bottom sediments and cause resuspension. Low TSS concentration during high tide can be attributed to wave action not reaching the bottom and stirring the sediment. A scale model was constructed and used to test a training structure design. The results of the testing show that basic design of the deflecting wall could be effective if it were oriented at the correct angle and at an optimum length. The east side of the entrance would be more effective at deflecting sediment-laden waters if it mirrored the west side of the entrance. The same method could be applied to the Commercial Docking Facility to alter the sharp corners in the current design. It is recommended that the Ports of Biloxi be modified in order to reduce the need for dredging. Changing the bumper design outside of the Small Craft Harbor will reduce sediment by a small amount and is a cost effective solution. Mechanical agitation will also reduce sedimentation, but operation and maintenance costs may be too high. The best solution to reduce dredging in the ports is to reconfigure the entrances to mirror the west side of the entrance to the Small Craft Harbor. Constructing a current deflecting wall in addition to this design will sustain water quality while directing sediment away from the ports. Further design and modeling of the port entrances will need to be conducted before construction. KW - Biloxi (Mississippi) KW - Channels (Waterways) KW - Current deflecting wall KW - Design KW - Docks KW - Harbors KW - Ports KW - Scale models KW - Sedimentation KW - Total suspended solids UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199A%20-%20Sediment%20Solutions%20for%20Ports%20of%20Biloxi.pdf UR - https://trid.trb.org/view/1404492 ER - TY - RPRT AN - 01598782 AU - Johnson, Hunter Neal AU - McAnally, William H AU - Ortega-Achury, Sandra AU - Mississippi State University, Mississippi State AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Port Sedimentation Solutions – Gulf Coast Sedimentation Management Alternatives for the Port of Pascagoula PY - 2010/02//Final Report SP - 83p AB - The purpose of this project is to develop proposed solutions to reduce the Port of Pascagoula dredging costs. The Port of Pascagoula is located in Jackson County, Mississippi, in the southeastern portion of the state. It is the largest port in Mississippi and ranks in the top 20 ports for foreign cargo volume in the United States (JCPA 2007). The West Harbor, also known as the Pascagoula River Harbor, is located at the mouth of the Pascagoula River about 13 miles from the deep water shipping lanes. The West Harbor’s channel has a design depth of 38 ft. and contains 5 terminals. The East Harbor, also known as the Bayou Casotte Harbor, is located about 11 miles from the deep water shipping lanes. The harbor has a design depth of 42 ft. and a turning basin that is 940 ft. wide. A large portion of the port access is designated a Federal channel and managed by the United States Army Corps of Engineers. The port authority is responsible only for the maintenance and dredging of the areas that they directly manage. While the focus of this report is the Jackson County Port Authority’s maintenance requirements, both the port and Federal maintenance requirements must ultimately be addressed together since they are contiguous. The local channel in the Bayou Casotte harbor needs to be dredged every 48 to 72 months and the local channel in the Pascagoula River harbor needs to be dredged every 18 months in order to maintain full channel dimensions. The Corps of Engineers Mobile District estimates that 3.06 million cu m of dredged materials from the Federal shipping channels will need to be removed and disposed of every 3 years for the next 40 years. Dredged sediment from the port and access channels is mostly fine, cohesive material, often forming fluid mud – a high concentration fluid-sediment suspension at the bed that can flow downslope. Filed measurements and analyses of hydrographic surveys have shown where sedimentation problems occur first and that fluid mud formation is a primary component of the problem. Recommended solutions include agitation dredging, a fluid mud trap, and the practice of active nautical depth, with active nautical depth, a practice employed in several European ports, offering the greatest potential cost savings. Adopting active nautical depth in partnership with the Corps of Engineers is recommended. KW - Active nautical depth KW - Channels (Waterways) KW - Dredging KW - Harbors KW - Jackson County Port Authority (Mississippi) KW - Maintenance KW - Pascagoula (Mississippi) KW - Port of Pascagoula KW - Ports KW - Sediment traps KW - Sedimentation UR - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20199C%20-%20Sedimentation%20Solutions%20for%20Port%20of%20Pascagoula.pdf UR - https://trid.trb.org/view/1404494 ER - TY - RPRT AN - 01554422 AU - Dhindsa, Albinder AU - Alexiadis, Vassili AU - Kumar, Saurabh AU - Calandra, Mike AU - Vasudevan, Meenakshy AU - Cambridge Systematics, Incorporated AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Integrated Corridor Management I-15 San Diego, California – Model Validation and Calibration Report PY - 2010/02//Final Report SP - 50p AB - The Integrated Corridor Management (ICM) initiative requires the calibration and validation of simulation models used in the Analysis, Modeling, and Simulation of Pioneer Site proposed integrated corridors. This report summarizes the results and process for the calibration of microsimulation network for the I-15 Corridor in San Diego, California. As one of the Pioneer Sites for the ICM project, the I-15 Corridor was simulated in TransModeler microsimulation. Various versions of TransModeler were utilized as additional capabilities became available. The work was conducted by Cambridge Systematics, Inc. (CS), in partnership with San Diego Association of Governments (SANDAG). The eventual model was satisfactorily calibrated according to the guidelines set forth in the Experimental Plan. The report is organized into two major parts. The first part provides the final calibration results, and provides a quick summary of the model calibration criteria and comparison against real data. The second section provides further insights into the calibration process, including details on the software used, challenges faced, and key lessons that can be carried forward in future projects. KW - Calibration KW - Integrated corridor management KW - Microsimulation KW - San Diego (California) KW - Software KW - Transportation corridors KW - Validation UR - http://ntl.bts.gov/lib/54000/54300/54341/I-15_San_Diego_ICMS_Model_Validation_and_Calibration__FHWA-JPO-10-038_.pdf UR - https://trid.trb.org/view/1342148 ER - TY - RPRT AN - 01554203 AU - Papayannoulis, Vassilis AU - Poe, Christopher AU - Abdelghany, Khaled AU - Le, Minh AU - Snyder, Dena AU - Wunderlkich, Karl AU - Alexiadis, Vassili AU - Cambridge Systematics, Incorporated AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Integrated Corridor Management: U.S. 75 Dallas, Texas – Analysis Plan PY - 2010/02//Final Report SP - 62p AB - This Analysis Modeling and Simulation (AMS) Analysis Plan for the U.S. 75 Pioneer Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies to the corridor, in support of a benefit-cost assessment of the proposed strategies. The report provides a brief description of the Pioneer Corridor in Dallas, Texas, and the methodology used for the AMS. It lays out ICM strategies that will be tested, and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model validation requirements and the data needs for this calibration. Finally, the last two sections of this report present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks. KW - Analysis KW - Calibration KW - Dallas (Texas) KW - Integrated corridor management KW - Performance measurement KW - Simulation KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54300/54353/U.S._75_Dallas_ICMS_Analysis_Plan__FHWA-JPO-10-035_.pdf UR - https://trid.trb.org/view/1342223 ER - TY - RPRT AN - 01554171 AU - Chiu, Yi-Chang AU - Bustillos, Brenda I AU - Papayannoulis, Vassilis AU - Hickman, Mark AU - Head, K Larry AU - Wang, Shuo AU - Alexiadis, Vassili AU - Cambridge Systematics, Incorporated AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Integrated Corridor Management (ICM) Analysis, Modeling, and Simulation (AMS) for Minneapolis Site Model Calibration and Validation Report PY - 2010/02//Final Report SP - 87p AB - This technical report documents the calibration and validation of the baseline (2008) mesoscopic model for the I-394 Minneapolis, Minnesota, Pioneer Site. DynusT was selected as the mesoscopic model for analyzing operating conditions in the I-394 corridor study area, and the report provides details on the network development, traffic flow model calibration, origin-destination (OD) demand calibration, and model validation. In addition, the report provides a modeling methodology for simulation of transit, as well as the results of a sensitivity analysis, utilizing information from a known incident, undertaken to verify the ability of the validated model to replicate operating conditions for incident scenarios. In summary, the DynusT model for the I-394 corridor replicated the 2008 baseline operating conditions well as evidenced by the comparisons of observed and modeled volumes, travel times, and speed contours on I-394. Furthermore, the simulated known incident exhibited consistent traffic diversions, speed reductions, duration, and queue propagation with the actual data. KW - Analysis KW - Calibration KW - Incident management KW - Integrated corridor management KW - Mesoscopic traffic flow KW - Methodology KW - Minneapolis (Minnesota) KW - Public transit KW - Sensitivity analysis KW - Simulation KW - Transportation corridors KW - Validation UR - http://ntl.bts.gov/lib/54000/54300/54345/I-394_Minneapolis_ICMS_Model_Validation_and_Cal.__FHWA-JPO-10-036_.pdf UR - https://trid.trb.org/view/1342208 ER - TY - RPRT AN - 01554160 AU - Dhindsa, Albinder AU - Alexiadis, Vassili AU - Estrella, Alex AU - Miller, Mike AU - Vasudevan, Meenakshy AU - Calandra, Mike AU - Allegre, Ellison AU - Kumar, Saurabh AU - Cambridge Systematics, Incorporated AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Integrated Corridor Management I-15 San Diego, California – Analysis Plan PY - 2010/02//Final Report SP - 92p AB - This Analysis Modeling Simulation (AMS) Analysis Plan for the I-15 Corridor outlines the various tasks associated with the application of the Integrated Corridor Management (ICM) AMS tools and strategies to this corridor in order to support benefit-cost assessment for the successful implementation of ICM. The report provides a brief description of the I-15 Corridor in San Diego, California, and the methodology used for the AMS. It lays out ICM strategies that will be tested and provides a list of the AMS scenarios. This report then defines performance measures that will be utilized in the analysis of the ICM strategies on the Pioneer Corridor and sets out the simulation model calibration requirements and the data needs for this calibration. Finally, the last two sections present an overview of the Pioneer Corridor AMS document that will be developed to summarize the results of the AMS effort and provides a schedule and a resource guide for the AMS tasks. Appendixes are included that provide detailed lists of prioritized ICM strategies and scenarios for San Diego, provide the Data Collection Plan for the AMS effort, provide the draft methodology memorandum for calculating travel time reliability for the AMS effort, and describe the method employed to estimate transit mode shift. KW - Analysis KW - Calibration KW - Data collection KW - Integrated corridor management KW - Modal shift KW - Performance measurement KW - San Diego (California) KW - Simulation KW - Transportation corridors UR - http://ntl.bts.gov/lib/54000/54300/54340/I-15_San_Diego_ICMS_Analysis_Plan__FHWA-JPO-10-039_.pdf UR - https://trid.trb.org/view/1342209 ER - TY - RPRT AN - 01551254 AU - Samtani, Naresh C AU - Nowatzki, Edward A AU - Mertz, Dennis R AU - NCS GeoResources, LLC AU - Federal Highway Administration TI - Selection of Spread Footings on Soils to Support Highway Bridge Structures PY - 2010/02//Final Report SP - 98p AB - The Federal Highway Administration (FHWA) believes that spread footings on soils are underutilized because designers encounter one or more of the following obstacles: (a) limited knowledge of American Association of State Highway and Transportation Officials (AASHTO)/FHWA technical references that pertain to spread footings on soils to support bridges; (b) limited knowledge of adequate performance data for spread footings; (c) unrealistic tolerable settlement criteria; (d) overestimation of loads used to calculate settlement; and (e) the use of conservative settlement prediction methods. These obstacles have resulted in institutional biases and overly conservative and excessively costly institutional processes that lead to the unnecessary use of costlier deep foundation systems. The primary goal of this report is to promote the use of spread footings bearing on competent natural soils, improved soils, and engineered fill materials as a routine alternative to deep foundations for support of bridges by addressing the factors identified above. Documented performance data is used to make this case. The report also presents powerful concepts such as construction-point analysis and angular distortions to demonstrate the efficacy of using spread footings. Implementation of these concepts requires only that conventional computations be taken one step further without any requirement for advanced computational skills. The report presents sources of information that agencies and designers can use as references in their project applications. The report contains comprehensive appendices that treat in detail many of the topics discussed in the report. For example, one such appendix provides an introduction to Load and Resistance Factor Design (LRFD) that permits a rational approach to the consideration of spread footings on soils as a feasible alternative to deep foundations. KW - American Association of State Highway and Transportation Officials KW - Bridge foundations KW - Highway bridges KW - Implementation KW - Load and resistance factor design KW - Settlement (Structures) KW - Spread footings KW - U.S. Federal Highway Administration UR - http://www.dot.state.oh.us/Divisions/Engineering/Structures/Documents/2010-%20Final-spread%20footing%20report.pdf UR - https://trid.trb.org/view/1341184 ER - TY - RPRT AN - 01485007 AU - Haghani, Ali AU - Hamedi, Masoud AU - Sadrsadat, Hadi AU - Smith, Heather AU - University of Maryland, College Park AU - Maryland Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Existing Right-of-Way Plats Database PY - 2010/02//Final Report SP - 78p AB - The Maryland State Highway Administration (SHA) Office of Real Estate processes a high volume of plat information and research requests on a daily basis. This is a lengthy process which is completed manually. The Office of Real Estate intends to improve the plat retrieval process by incorporating an automated system. A team of University of Maryland researchers developed a prototype system in which graphical plat queries may be conducted. In order for the graphical search to work, the four corner coordinates of each plat must be included in a database that is tied to this system. Currently, this information is missing. A solution is to geo-reference plats to an ArcGIS map. There are approximately 60,000 plats in the plat inventory which are currently in use at the Office of Real Estate which need to be geo-referenced in order for this system to be effective. Two sample sets of plats were given to the University of Maryland research team to estimate the time needed to geo-reference the entire set of plats. University of Maryland researchers participated in several training sessions at SHA to learn about plat reading and the geo-referencing of plats. This information coupled with ArcGIS skills allowed two researchers to geo-reference two sample sets of plats that included a total of 281 plats. The following issues were encountered during the process of geo-referencing the sample plats: Some plat files were too old and showed areas have been changed; Some plats lacked information on very short segments of road; In some cases, there were errors in plat drawing; Scale of ArcGIS and plat files were inconsistent; and In some cases there were multiple road segments in a single plat drawing If the location of a plat could not be determined, it could not be geo-referenced. Of the sample set, a total of 255 plats could be geo-referenced. 56 plats could not be geo-referenced due to one or more of the issues noted above. The authors' conclusion from geo-referencing the sample plats is that it takes an average of 13.77 minutes to geo-reference a plat. Based on this experiment, the research team estimates that geo-referencing all 60,000 plats will require approximately 13,800 person-hours. If the authors only consider the time that it took to geo-reference the plats in the second set that was provided by SHA, the average time to geo-reference a plat was 10.77 minutes. This reduction in average time is a result of the experience gained and the lessons learned from geo-referencing the first set of plats. Considering this shorter average time per plat the total person-hours required to geo-reference all 60,000 plats is estimated to be 10,800. The research team also investigated two systems that are currently in use in SHA in an effort to explore the possibility of integrating the Real Estate plat database in these systems. The Office of Real Estate Management System (OREMS) is a database system which is used as an online organization tool for the Maryland SHA Office of Real Estate. The website includes a plat query database currently used to keep a record of plats, but not to locate plats. The database offers a text based query for a Plat Search, Project Search, and Property Search. The system does not currently have a graphical query capability. A number of suggestions are made in this report to enhance the current search engine. In an earlier effort, a team of researchers of University of Maryland developed an automated prototype system which has graphical query capability. So, a link between OREMS and this system must be established. With a few moderate changes, the system would be compatible with the SHA system. The SHA Web Mapping Engine (SHAWME) is an application used to research geographical data in the state of Maryland. Current GIS data are available on this web-based application. The Office of Real Estate rarely uses SHAWME because plats are not included in the system. After exploring the SHAWME system in great depth, suggestions are made to integrate the prototype system that was developed in the University of Maryland earlier efforts with the GIS layers that are available in SHAWME and the plat database in OREMS. Completion of this integration along with completion of geo-referencing of the 60,000 plats will enable SHA Office of Real Estate personnel to access the full capabilities of the prototype system developed by the University of Maryland including the text based and graphical queries, plat search and plat retrieval and display. KW - ArcGIS KW - Automation KW - Data integration KW - Databases KW - Geographic information systems KW - Georeferenced data KW - Graphical techniques KW - Information retrieval KW - Land subdivision KW - Prototypes KW - Real property KW - Right of way (Land) UR - http://www.mautc.psu.edu/docs/UMD-2007-01.pdf UR - https://trid.trb.org/view/1253551 ER - TY - RPRT AN - 01457646 AU - Iyer, Ananth AU - Partridge, Barry AU - Pilotte, Mary AU - Mast, Pete AU - Simms, Gerald AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Understanding the Impact of INDOT Projects on Automotive Industry Cluster Logistics Costs: A Case Study of the Honda Plant PY - 2010/02//Final Report SP - 190p AB - This study focuses on understanding the impact of INDOT projects on the Honda, Greensburg plant’s supply chain. The goal of the study was the following: (a) Identify approaches for INDOT to be an active partner in facilitating supply chain effectiveness; (b) Maximize the economic impact of INDOT projects on the Honda affiliated automotive Cluster in South Central Indiana; (c) Create a framework for INDOT to utilize in the future, when prospective economic partners are in discussions with the state. Detailed data analyses for many of the decisions regarding Honda’s supply chain required identification of possible future evolutions of the supply chain. As part of this study the existing supply chain at Honda’s plants in Ohio and Toyota’s plant in Indiana were mapped out. Approximately 51 managers including Honda officials, competing OEM locations, academic publications, supply chain participants, economic development officials, INDOT personnel and consultants were interviewed to develop a fact base and for research input. The authors obtained data regarding planned “Major Moves” projects already approved and in the region of interest. Finally, the authors developed strategic choices and grouped associated projects into strategic bundles that could be used by INDOT to better understand their link to Honda’s supply chain competitiveness in Indiana. A summary of the results of this study includes possible strategic choices being grouped under three different categories the authors termed “Shared Supply Focus”, “Hoosier Automotive Focus” and “Reclamation Focus”. A summary of the results are as follows: (a) Speed counts - Reprioritizing existing projects can provide the difference between being viewed as an economic development leader, or a support service follower; (b) It’s not too late -INDOT has 12-24 months yet to plan and execute improvements that would benefit economic development; (c) Evaluating projects strategically can have a significant impact on economic development outcomes in the future. The authors believe that the results of this focused study suggest that a strategic approach to projects can enable INDOT to enhance its role as a contributor to industrial supply chain competitiveness in Indiana. KW - Automobile industry KW - Competition KW - Construction projects KW - Economic development KW - Economic impacts KW - Greensburg (Indiana) KW - Honda automobile KW - Indiana KW - Indiana Department of Transportation KW - Manufacturing KW - Ohio KW - Production KW - Supply chain management KW - Toyota automobile UR - http://dx.doi.org/10.5703/1288284314309 UR - https://trid.trb.org/view/1218780 ER - TY - RPRT AN - 01457117 AU - Perkins, Robert A AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Creosote Treated Timber in the Alaskan Marine Environment Volume II PY - 2010/02//Final Report SP - 366p AB - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves. KW - Alaska KW - Best practices KW - Contaminants KW - Creosote KW - Environmental impacts KW - Protective coating KW - Wooden bridges UR - http://ine.uaf.edu/autc/files/2011/08/Creosote_Vol_II.pdf UR - https://trid.trb.org/view/1225097 ER - TY - RPRT AN - 01457106 AU - Perkins, Robert A AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Creosote Treated Timber in the Alaskan Marine Environment Volume I PY - 2010/02//Final Report SP - 88p AB - Alaska Department of Transportation and Public Facilities (ADOT&PF) is responsible for many structures that incorporate wood pilings and other timber in Alaska waters. Most are treated with preservative to inhibit marine borers that will quickly destroy unprotected wood. Creosote is generally the most economical preservative and has been used for over a hundred years. Creosote contains many toxic chemicals and some governments and organizations are limiting its use. This project reviewed current science regarding use of creosoted wood in marine waters and the current regulatory matrix that controls its use, and developed recommendations for its use. Even with best management practices, polycyclic aromatic hydrocarbons from new creosote timber will be transferred to the marine environment. Laboratory tests and field observations show that PAH chemicals slowly diffuse from the wood into the water column. The heavier PAH chemicals sink to the bottom directly, or adsorb to organic or inorganic moieties in the water and then sink, incorporating into the sediment. The lighter PAH chemicals are quickly volatilized and oxidized. Scientific observations of creosote behavior in meso-scale tests verify that the concentrations of PAH from marine piles in the water column are negligible after the first few weeks. The fate of PAH in the sediment depends on the oxygen status of the upper sediment layers. If the sediment is not anoxic, the PAH will be oxidized. With sufficient oxygen in the upper layers of sediment, the PAH concentration will initially rise, then decline. With timber treated according to best management practices, if the sediments are not anoxic and the surrounding waters are not stagnant, and the area is not already contaminated, creosote marine timbers are unlikely to have a significant long-term effect on the environment. Further, meso-scale testing indicated that effects were confined to a region close to the structures themselves. KW - Alaska KW - Best practices KW - Contaminants KW - Creosote KW - Environmental impacts KW - Protective coating KW - Wooden bridges UR - http://ine.uaf.edu/autc/files/2012/12/Volume-I-of-Creosote.Perkins-ineautc1120.pdf UR - https://trid.trb.org/view/1225095 ER - TY - RPRT AN - 01456684 AU - Benjaafar, Saif AU - Li, Yanzhi AU - Daskin, Mark AU - Qi, Lejun AU - Kennedy, Shaun AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Research and Innovative Technology Administration TI - Low Carbon Logistics through Supply Chain Design and Coordination PY - 2010/02//Final Report SP - 66p AB - In this project, the authors addressed carbon emissions in logistics through supply chain design, planning and coordination. They argue that: (1) supply chain design, planning, and coordination can help reduce carbon emissions significantly; (2) supply chain-wide collaboration can lead to lower emissions at lower cost for the entire supply chain; and (3) imposing supply chain-wide emissions limits can make emissions reductions more economical for the entire supply chain by recognizing the differential capabilities of firms in meeting emission standards and by allowing internal carbon offsetting to take place between firms within the same supply chain. The results of the project are discussed in an Executive Summary and presented in two reports : (1) Benjaafar, Li and Daskin, “Carbon Footprint and the Management of Supply Chains: Insights from Simple Models,” CFIRE-CTS Technical Report, University of Minnesota, 2010; and (2) Qi, Benjaafar, and Kennedy, “The Carbon Footprint of UHT Milk,” CFIRE-CTS Technical Report, University of Minnesota, 2010. KW - Alternatives analysis KW - Business practices KW - Dairy products KW - Environmental impacts KW - Greenhouse gases KW - Life cycle analysis KW - Logistics KW - Milk KW - Supply chain management UR - http://www.wistrans.org/cfire/documents/FR_CFIRE0306.pdf UR - https://trid.trb.org/view/1224925 ER - TY - RPRT AN - 01368594 AU - McLeroy, Meredith AU - Fowler, David AU - Won, Moon AU - Whitney, David AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Training Manual for Pavement Concrete Proportioning Method PY - 2010/02 SP - 29p AB - This manual presents a method to proportion concrete paving mixtures made with manufactured sands and increased microfines percentages in a step-by-step manner. This method was adapted from Koehler’s (2007) proportioning method for self-consolidating concrete. A spreadsheet that performs these calculations was also developed and follows the outline presented in this manual. KW - Artificial aggregates KW - Concrete KW - Manuals KW - Manufactured sands KW - Microfines KW - Mix design KW - Proportioning KW - Spreadsheets UR - http://www.utexas.edu/research/ctr/pdf_reports/5_9029_01_P1.pdf UR - https://trid.trb.org/view/1137232 ER - TY - RPRT AN - 01365322 AU - Fisher, Frances B AU - Linthicum, Alex AU - Plosky, Eric AU - Spiller, David AU - Research and Innovative Technology Administration AU - Coronado National Forest TI - Transportation Analysis and Feasibility Study: Sabino Canyon Recreation Area, Coronado National Forest PY - 2010/02//Final Report SP - 170p AB - This report provides an overview of the historic and current visitation, environmental and infrastructure conditions as Sabino Canyon Recreation area in the Coronado National Forest in Tucson, AZ. Transportation goals were defined and specific potential solutions were identified in the following categories: Access Management; Bicycle, Pedestrian and Equestrian; Communications; Infrastructure; Management; Motorized Solutions; School Groups. These specific potential solutions were then grouped and analyzed as alternative scenarios. The analysis was done to support the Sabino Canyon Recreation Concept Plan which is being done subsequent to this study; all NEPA compliance will be conducted as part of the Recreation Concept Plan. KW - Access control (Transportation) KW - Bicycles KW - Communications KW - Coronado National Forest KW - Management KW - Pedestrians UR - http://ntl.bts.gov/lib/44000/44200/44224/DOT-VNTSC-USDA-10-01.pdf UR - https://trid.trb.org/view/1134024 ER - TY - RPRT AN - 01361233 AU - Yi, Ping AU - Shao, Chun AU - Mao, Jialei AU - University of Akron AU - Ohio Transportation Consortium AU - Research and Innovative Technology Administration TI - Development and Testing of an Automated Turning Movement Identification System PY - 2010/02 SP - 33p AB - It is important for many applications, such as intersection delay estimation and adaptive signal control, to obtain vehicle turning movement information at signalized intersections. However, vehicle turning movement information is very time consuming to obtain and usually the data can only be counted manually. Previous efforts were focused on solving the problem using an origin-destination (O-D) matrix but the result is not accurate and reliable. Limitations with the existing methods to handle shared-lane situations have prevented them from being used for many intersections. Motivated by the need to identify vehicle turning movements for many real time applications without being constrained by the intersection configuration, the University of Akron’s transportation research group has developed an Automatic Turning Movement Identification System (ATMIS) and tested it through lab and field evaluation. The results from those experiments are very encouraging with small errors compared with the ground truth. This project has demonstrated the great potential of ATMIS to be used for other applications after further testing and enhancement. KW - Automatic vehicle detection and identification systems KW - Detection and identification systems KW - Field studies KW - Laboratory studies KW - Motor vehicles KW - Traffic KW - Turning traffic UR - http://www.otc.uakron.edu/docs/UA_Automatic%20Turning%20Movement%20Identification%20System_Final%20Report_final.pdf UR - https://trid.trb.org/view/1127254 ER - TY - RPRT AN - 01358005 AU - Pribble, James M AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Using the News Media to Disseminate Seat Belt Information to the American Public: How Police Interact with the Media and How Can We Improve It PY - 2010/02 SP - 21p AB - The local news media commonly report motor vehicle crashes (MVC). Police have been identified as prominent spokespeople during these news stories and when interviewed, convey more prevention information to the public. Despite this, little is known about the interaction between police and the news media, the police officers perception of their role in MVC prevention or police officers previous media training. To address these issues, this project conducted a content analysis of local newspaper MVC reporting along with in-depth interviews with police information officers in a midwestern city of 100,000 population and used this information to develop a web-based MVC media training tool. Police information officers regularly interacting with the news media, report very little, if any, formal media training, view MVC prevention as a significant part of their job description, and believe that a web-based MVC media training tool is useful to them and their colleagues. Training police officers how to insert prevention messages into “everyday” news stories about MVC may be a cost effective way of reaching the public with important information about seat belt use and motor vehicle safety. A web-based training tool may be helpful to optimize this opportunity provided by the news media. KW - Highway safety KW - Information dissemination KW - Mass media KW - Police KW - Seat belts KW - Traffic crashes KW - Training UR - http://hdl.handle.net/2027.42/86091 UR - https://trid.trb.org/view/1122786 ER - TY - RPRT AN - 01357976 AU - Terrill, Edward R AU - Centea, Mark AU - Pannikottu, Abraham AU - Karmarkar, Uday AU - Evans, Larry R AU - MacIsaac, James D AU - Akron Rubber Development Laboratory, Incorporated AU - Transportation Research Center, Incorporated AU - National Highway Traffic Safety Administration TI - Diffusion Limited Oxidation (DLO) Modeling of Tires During Oven Aging PY - 2010/02//Final Report SP - 62p AB - This report is the sixth in a series of scientific reports intended to provide an understanding of the chemical reactions responsible for the degradation of light vehicle tires during on-vehicle service. The report series was used to guide the agency’s development of a laboratory-based accelerated service life test for light vehicle tires (i.e., “tire aging test”). Oven aging tires at 55 to 65°C, while pressurized with an oxygen-rich inflation gas, has been identified as the primary candidate for a tire aging test. However, the agency was cautioned that the level of oxygen required for reactions within the tire rubber at the higher oven temperatures could exceed the supply of the oxygen diffusing to the rubber components, resulting in an effect termed Diffusion Limited Oxidation (DLO). DLO could result in the outermost layers of the tires experiencing anaerobic (without oxygen) reactions that are not representative of what light vehicle tires experience during normal service. To explore these concerns, the oxidation rates in the shoulder region of twenty four tire models were predicted at two temperatures (55°C and 65°C) using a computer model. To confirm simulation results, chemical and physical property data was taken from the shoulder region of the tire models before and after actual oven aging at the same conditions as were simulated by the computer model. The computer simulations predicted that none of the tires would experience DLO at 55°C oven aging, and conversely that all of the shoulder regions would experience some DLO at 65°C, especially in the tread of light truck tires. To explore these results, tires that had high and low levels of predicted DLO were compared using two measures. The first measure, the level of fixed oxygen in the tread compound, showed no indication of the predicted DLO after aging at 65°C for eight weeks. The second measure, modulus profile of the tread shoulder, also showed no indication of the predicted DLO. Therefore, the 65°C oven aging temperature is not expected to significantly limit oxidation in any component of the tire shoulder region. A probable reason for the significant over-prediction of DLO in these tires is likely the inability of the 1-D computer model to account for the multi-dimensional wicking of oxygen, especially at elevated temperatures, throughout the carcass, steel belt layers, and, if present, the nylon plies of a tire. KW - Aging (Materials) KW - Diffusion limited oxidation KW - Light vehicles KW - Ovens KW - Oxidation KW - Rubber KW - Service life KW - Tires KW - Vehicle safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Vehicle%20Research%20&%20Test%20Center%20(VRTC)/ca/811266.pdf UR - https://trid.trb.org/view/1122856 ER - TY - RPRT AN - 01354157 AU - Barnard, Timothy AU - Hovell, Catherine G AU - Sutton, James P AU - Mouras, Joshua M AU - Neuman, Bryce J AU - Samaras, Vasileios A AU - Kim, Janghwan AU - Williamson, Eric B AU - Frank, Karl H AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Modeling the Response of Fracture Critical Steel Box-Girder Bridges PY - 2010/02//Technical Report SP - 172p AB - Bridges that are classified as fracture critical by AASHTO require more frequent inspections than other types of bridges, resulting in greater costs for their maintenance. Several historical events have shown, however, that severe damage can occur to a bridge without necessarily resulting in its collapse. A primary objective of this research project was to characterize the redundancy that exists in twin steel box-girder bridges, which are widely used in Texas and are classified as fracture critical. The main goal of the research was to develop guidelines for modeling a bridge’s behavior in the event that a fracture of a critical tension flange takes place. The research carried out under this project included laboratory testing, experimental evaluation of a full-scale box-girder bridge, and detailed structural analyses. Data gathered from the experimental testing program were used to validate nonlinear finite element models as well as simplified engineering models. Based on the results of this research, engineers now have guidelines for modeling the response of twin steel box-girder bridges following the fracture of one of its girders. KW - Box girder bridges KW - Bridge design KW - Finite element method KW - Fracture critical members KW - Guidelines KW - Redundancy KW - Steel bridges KW - Structural analysis KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/9_5498_1.pdf UR - https://trid.trb.org/view/1116023 ER - TY - RPRT AN - 01353921 AU - Trejo, David AU - Kim, Young Hoon AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Precast Bridge Deck Overhang System: Technical Report PY - 2010/02//Technical Report SP - 60p AB - The implementation of full-depth, precast overhang panel systems has the potential to improve constructability, productivity, and make bridges more economical. Initial testing and analyses reported in the 0-6100-2 report resulted in a design that required a large number of shear pockets in the overhang panels. The general design methodology used in this report was to determine the number of connectors based on the shear capacity of a girder with conventional R-bars (not necessarily based on the required demand). The large number of shear pockets reduced the constructability and economy of the precast overhang system. Report 0-6100-1 (produced after 0-6100-2) used the American Association of State Highway Officials Load and Resistance Factor Design (AASHTO LRFD [2008]) demand requirements to design the number of shear pockets for a precast overhang panel system and reported that the number of pockets per panel could be reduced from the numbers reported in report 0-6100-2. However, this report only included an analysis for one beam type and one span length. In addition, the demand load used did not include all factors typically used by designers. Additional testing was required to assess different connector systems and further analyses were needed for the new Texas Department of Transportation (TxDOT) girders. The testing and analyses documented in this report (0-6100-3) provides a new equation for determining the number of shear pockets required for the various shear connector/coupler systems evaluated in this research. This equation was used to determine the number of shear pockets required for the newer TxDOT girders. Results from this research indicate that the roughened surface provides strong adhesion between the top girder surface and a precast panel. Steel reinforcing hoops placed in the shear pocket and shear reinforcing hoops placed in the overhang panel around the opening of the shear pocket provided limited or no improvement in capacity of the shear connector/coupler system. Hollow structural section (HSS) steel tubes placed around the perimeter of the shear pocket during fabrication did result in samples with higher shear capacities and could result in overhang panels with fewer shear pockets. This system could make constructing bridges with precast overhang systems more constructible, economical, and could reduce the construction time. KW - Anchorages KW - Anchors (Structural connectors) KW - Bearing capacity KW - Bridge decks KW - Girder bridges KW - Girders KW - Load and resistance factor design KW - Overhang KW - Precast concrete KW - Shear strength KW - Texas UR - http://ntl.bts.gov/lib/42000/42000/42083/0-6100-3.pdf UR - https://trid.trb.org/view/1118135 ER - TY - RPRT AN - 01353624 AU - Weiland, Craig D AU - Muench, Stephen T AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Life Cycle Assessment of Portland Cement Concrete Interstate Highway Rehabilitation and Replacement PY - 2010/02//Research Report SP - 107p AB - Life Cycle Assessment (LCA) is a tool that can be used to identify ways to decrease the environmental impact of a product or process and to inform decision makers of the consequences of changes to the product or process. LCA encompasses all aspects of a process or product from “cradle to grave”, including material extraction, transport, production, maintenance, and removal or recycling. This study is a comparative LCA of three different replacement options for an aging Portland cement concrete (PCC) highway: Replacement with a new PCC pavement, replacement with hot mix asphalt (HMA) pavement, and cracking, seating and overlaying (CSOL) the existing pavement with HMA. Each LCA includes an appropriate maintenance schedule so that the pavements will have a 50 year life span and can be reasonably compared. The environmental impacts have been assessed according to common environmental concerns, such as global warming potential and acidification. This paper summarizes those impacts and provides information and recommendations to build “greener” highways in Washington State. KW - Bituminous overlays KW - Concrete pavements KW - Crack and seat treatment KW - Environmental impacts KW - Hot mix asphalt KW - Interstate highways KW - Life cycle analysis KW - Rehabilitation (Maintenance) KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/744.4.pdf UR - https://trid.trb.org/view/1118376 ER - TY - RPRT AN - 01353622 AU - Muench, Stephen T AU - Pierce, Linda AU - Uhlmeyer, Jeff AU - Anderson, Keith AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - A Brief History of Long-Life WSDOT Concrete Pavements PY - 2010/02//Research Report SP - 32p AB - The concrete pavements that were originally constructed in Washington State as part of the interstate construction program have performed remarkably well considering the dramatic increase in the anticipated traffic loads. To date, the primary distress on the concrete pavements in Washington State has been in the form of joint faulting (due to lack of dowel bars and underlying base/subgrade conditions), longitudinal cracking (which is believed to have occurred 3 to 5 years after construction) and wear due to studded tires. A number of factors have contributed to the long-life of these concrete pavements, such as, short joint spacing (usually 15 ft – 4.6 m), thickness (8-9 in., 200-225 mm) and aggregate quality. However, a number of design modifications have evolved over time to improve pavement performance. These include the use of dowel bars, dowel bar type, mix design, hot mix asphalt base, joint design and joint spacing. This research documents the design and performance of the concrete pavements built in the 1960’s, summarizes the design modifications and resulting pavement performance that has taken place over the last 40 years, summarizes the current construction practices and discusses future challenges and risks for the long-life concrete pavements built in Washington State. KW - Concrete pavements KW - Construction management KW - Interstate highways KW - Longitudinal cracking KW - Pavement design KW - Pavement joints KW - Pavement performance KW - Service life KW - Spacing KW - Thickness KW - Washington (State) KW - Wear UR - http://www.wsdot.wa.gov/Research/Reports/700/744.2.htm UR - http://www.wsdot.wa.gov/research/reports/fullreports/744.2.pdf UR - https://trid.trb.org/view/1118374 ER - TY - RPRT AN - 01343908 AU - Weigand, Lynn AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Bicycle and Pedestrian Design Curriculum Expansion PY - 2010/02//Final Report SP - 30p AB - This project broadened course offerings on bicycle and pedestrian transportation by redesigning and expanding an existing, three-credit undergraduate/graduate course into a five-credit course that includes an applied lab component. The course was open to graduate and undergraduate students in planning and engineering programs. The Project Investigator (PI) (Lynn Weigand, Ph.D., adjunct faculty) and Mia Birk, adjunct faculty course instructor, developed the course with the following learning objectives: learn principles of bicycle and pedestrian facility design; understand integration of bicycle and pedestrian facilities within the right-of-way; understand basic transportation research and data collection methods; and apply course content through project work. The lecture course was taught by the PI and the lab was taught by adjunct faculty member Mia Birk. The new course was developed and taught as a project-based course that focused on improving bicycle and pedestrian connects to the Portland State University campus. Students worked in teams to develop a problem statement, identify project stakeholders, recommend a public involvement process, develop evaluation criteria and alternative solutions, evaluate alternatives and select a preferred alternative, and create a package of recommendations in the form of a grant application, including cost estimates and implementation strategies. The course received excellent reviews from the students, who felt it was useful to apply the principles of bicycle and pedestrian design and planning to a real project environment. The resulting curriculum expands the course content on bicycle and pedestrian travel, includes more academic literature and research, and provides the opportunity for students to participate in project-based learning. It provides a model for future course expansion on related transportation planning and policy topics. In addition, the curriculum can be shared and adapted for use in the planning and landscape architecture departments at the University of Oregon and the engineering department at Oregon State University. KW - Bicycle facilities KW - Bicycle travel KW - Campus transportation KW - Curricula KW - Data collection KW - Design KW - Education KW - Field studies KW - Pedestrian areas KW - Pedestrians UR - http://otrec.us/project/279 UR - https://trid.trb.org/view/1106054 ER - TY - RPRT AN - 01334238 AU - Ramsey, Kevin AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Development of a Resource Planning Index for Washington’s Scenic and Recreational Highways PY - 2010/02//Final Technical Report SP - 20p AB - The Washington State Department of Transportation Local Programs Division requested the creation of a Resource Planning Index (or “Index”) for use in benchmarking and tracking the stewardship performance of investments associated with Washington’s Scenic and Recreational Highways. A geographic information service (GIS) analysis was performed to develop a unique Index value for each 1000 feet of roadway. The Index value was calculated based on the proximity of features of interest associated with specific opportunities for protecting, preserving, or enhancing resources associated with the state Scenic and Recreational Highways. This Index may be used in preliminary assessments of locations where there may be a confluence of such opportunities. As always, a local scale analysis of the location should assess exactly what opportunities exist there and whether a proposed project would actually provide the desired benefit or impact. KW - Assessments KW - Geographic information systems KW - Index values KW - Investments KW - Planning KW - Recreational roads KW - Resource development KW - Scenic highways KW - Stewardship KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/740.1.pdf UR - https://trid.trb.org/view/1097592 ER - TY - RPRT AN - 01226708 AU - Anani, Shadi B AU - Madanat, Samer M AU - University of California Transportation Center (UCTC) AU - University Transportation Centers Program TI - Estimation of Highway Maintenance Marginal Cost under Multiple Maintenance Activities PY - 2010/02 SP - 27p AB - This paper focuses on the estimation of highway maintenance marginal costs. Highway maintenance marginal cost has been estimated in the literature using the perpetual overlay indirect approach. This approach assumes that pavement overlay costs dominate maintenance costs and ignores other maintenance activities. This paper focuses on two questions. First, is it acceptable to ignore the less costly activities? Second, if multiple maintenance activities are to be considered, is it acceptable to ignore their interdependence? The results show that less costly maintenance activities cannot be ignored. Furthermore, if multiple activities are to be considered, their interdependence should be taken into account. KW - Externalities KW - Highway maintenance KW - Maintenance management KW - Marginal costs KW - Mathematical models KW - Overlays (Pavements) KW - Traffic loads UR - http://www.uctc.net/research/papers/UCTC-FR-2010-01.pdf UR - https://trid.trb.org/view/936177 ER - TY - RPRT AN - 01220459 AU - Menches, Cindy L AU - Khwaja, Nabeel AU - Chen, Juan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of Innovative Contracting Strategies for Routine and Preventive Maintenance Contracts PY - 2010/02//Technical Report SP - 217p AB - TxDOT is faced with a need to expand their maintenance contracted services due to shortage of in-house personnel and expertise. As a result, TxDOT had a need to investigate maintenance contracting strategies to identify those efficient strategies that might be implemented to help them achieve their maintenance goals. This study investigated current maintenance contracting practices in TxDOT and other state DOTs, and produced a selection framework, guide and case studies to assist maintenance personnel in selecting and implementing appropriate contracting strategies for maintenance outsourcing. A prototype selection algorithm was created to help decision makers identify contracting strategy for achieving outsourcing goals and accommodating maintenance circumstances. KW - Contracting KW - Contracting out KW - Maintenance KW - Maintenance management KW - Preventive maintenance KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_1.pdf UR - https://trid.trb.org/view/968943 ER - TY - RPRT AN - 01219902 AU - Harrison, Robert AU - Hutson, Nathan AU - Seedah, Dan AU - Kruse, Jim AU - Morgan, Curtis AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Emerging Trade Corridors and Texas Transportation Planning PY - 2010/02//Technical Report SP - 145p AB - This report describes the major trends in intermodal shipping that are impacting Texas intermodal trade corridors. Key supply and demand forces that underpin intermodal service and routing options are provided. Intermodal development from a technological and shipping industry perspective is described, including the impacts of the global economic recession beginning in late 2007. This is followed by an overview of Texas trade patterns with various trading partners with particular attention paid to those relationships that are in a current state of flux. A review of current and future corridors used for handling international intermodal trade shows the comparative strengths and weaknesses of different routing options for intermodal cargo shipping. Texas ports officials regard the new Panama Canal lock system due to open in 2014 as critical to future demand so a chapter is devoted to examining the system and current status. The inherent economics of different corridor options is enhanced by the development of marine and rail cost models that explore the basic tradeoffs for transportation providers in choosing different corridors. Finally, suggested infrastructure and economic milestones driving changes in trading patterns are given particularly as they relate to the Texas economy and its transportation system. KW - Costs KW - Demand KW - Economics KW - Infrastructure KW - Intermodal transportation KW - International trade KW - Mathematical models KW - Panama Canal KW - Ports KW - Railroads KW - Recession KW - Routing KW - Shipping KW - Supply KW - Texas KW - Transportation corridors UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5973_2.pdf UR - https://trid.trb.org/view/968958 ER - TY - RPRT AN - 01208072 AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry. Volume1 PY - 2010/02//Final Report SP - 114p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nations private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Boards annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/115 UR - http://ntl.bts.gov/lib/34000/34500/34531/DOT-VNTSC-FRA-08-02-I.pdf UR - https://trid.trb.org/view/968937 ER - TY - RPRT AN - 01208067 AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Private Highway-Rail Grade Crossing Safety Research and Inquiry. Volume 2. Appendices PY - 2010/02//Final Report SP - 2214p AB - This report provides a summary of the private highway-rail grade crossing safety inquiry conducted by the United States Department of Transportation Federal Railroad Administration and the Volpe Center. The safety inquiry consisted of a series of public meetings to solicit oral commentary on the safety of the nations private highway-rail grade crossings, a docket for electronic comment submission, a panel discussion at the Transportation Research Boards annual meeting, and other activities as described in the table of contents. KW - Highway safety KW - Private enterprise KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/116 UR - https://trid.trb.org/view/968936 ER - TY - RPRT AN - 01208048 AU - Stith, Jason AU - Petruzzi, Brian AU - Helwig, Todd AU - Engelhardt, Michael AU - Frank, Karl AU - Williamson, Eric AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Design and Safe Handling of Curved I-Shaped Steel Girders PY - 2010/02 SP - 15p AB - The purpose of this set of guidelines is to summarize recommendations from work completed as part of the Texas Department of Transportation (TxDOT) Research Project 0-5574 entitled “Curved Plate Girder Design for Safe and Economic Construction.” The research included field tests, three-dimensional finite element parametric studies, and software development. The full report for the study includes a more detailed explanation of the recommendations given within this document. The development of general guidelines to ensure girder stability during lifting, erection and early stages of construction is complicated by the wide range of variables that impact the behavior of the girder system. These variables include girder proportioning, partially installed bracing, crane positioning, the use and positioning of temporary supports, as well as several other factors. To aid in assuring girder stability, two analytical tools were developed as part of this research project. The analytical tools consist of a spreadsheet program (UT Lift) for evaluating girder behavior during lifting, and a finite element program (UT Bridge) for analyzing the behavior of I-girder bridges at various stages of erection and during construction of the concrete bridge deck. While the guidelines presented herein have been developed to assist in producing a stable system, the reader is encouraged to use the analytical tools, UT Lift and UT Bridge, or other suitable analytical packages, to evaluate bridge girder systems during construction. KW - Construction KW - Erection (Building) KW - Girders KW - Guidelines KW - I girders KW - Lifting KW - Plate girders KW - Stability (Mechanics) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5574_P1.pdf UR - https://trid.trb.org/view/968928 ER - TY - RPRT AN - 01207144 AU - Senzig, David A AU - Baker, Gary M AU - Balasubramanian, Sathya N AU - Volpe National Transportation Systems Center AU - Research and Innovative Technology Administration AU - Federal Aviation Administration TI - Environmental Modeling of Trans-Arctic and Re-routed Flights PY - 2010/02 SP - 14p AB - Recent work by researchers at Stanford University showed potentially large impacts on Arctic temperature increases due to aircraft over-flights. The FAA’s Office of Environment and Energy tasked the Volpe Center, the MITRE Corporation, and Stanford were conducting an analysis of potential impacts of re-routing aircraft away from the Arctic region. This report discusses the methods used in developing the alternative cases used in the analysis. This report also presents the primary fuel consumption and oxides of Nitrogen emissions for the major Origin-Destination city pairs, airlines, and aircraft types identified in MITRE’s analysis. KW - Aircraft exhaust gases KW - Arctic Regions KW - Environmental impacts KW - Fuel consumption KW - Nitrogen oxides KW - Temperature UR - http://ntl.bts.gov/lib/33000/33500/33556/Transarctic_and_Rerouted_Flights_1_.pdf UR - https://trid.trb.org/view/935568 ER - TY - RPRT AN - 01173727 AU - Scholz, Todd V AU - Oregon State University, Corvallis AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Instrumentation for Mechanistic Design Implementation PY - 2010/02//Final Report SP - 86p AB - The Oregon Department of Transportation (ODOT) Pavement Services Unit is in the process of implementing a new pavement design procedure being developed under the sponsorship of the American Association of State Highway and Transportation Officials. Fatigue cracking is a key distress mechanism that is predicted as part of the overall process using a theoretical model calibrated to empirical data. Tensile strain at the underside of the hot-mix asphalt pavement layers induced by truck axle loads is, in turn, a key input into the fatigue cracking model. In the new design procedure tensile strain is predicted utilizing a layered elastic analysis model. The principal objective of the project was to obtain key information to be used to assess the validity of the predicted tensile strain via layered elastic analysis. This involved collecting data from an existing test site along Interstate 5 just north of Albany, Oregon and installing and collecting data from instruments at a new test site along US 97 in Redmond, Oregon. This report documents the progress made toward achieving the principal objective of the study during the contract period (October 1, 2007 to December 31, 2008). It provides details regarding the installation of the instruments at the Redmond site, data collection efforts at both test sites, and the methodologies for reducing and analyzing the data. KW - Albany (Oregon) KW - Asphalt pavements KW - Data collection KW - Fatigue cracking KW - Instrumentation KW - Layered elastic analysis KW - Mechanistic design KW - Pavement design KW - Redmond (Oregon) KW - Tension KW - Test sections UR - http://www.otrec.us/project/155 UR - https://trid.trb.org/view/934614 ER - TY - RPRT AN - 01173230 AU - Pisano, Paul A AU - Federal Highway Administration TI - Maintenance Decision Support Systems: A Proven, Cost-effective Tool for State and Local DOTs PY - 2010/02 SP - 2p AB - When state or local departments of transportation (DOT) prepare for a snow or ice storm, they do more than operate snow plows. Timely decisions must be made on when to call in crews, whether overtime will be required, what kinds and how much material to load on trucks, whether and when to pretreat the roads, and how to optimize equipment assignments. During a storm event, supervisors also make ongoing tactical decisions based on a storm’s progress and the effectiveness of maintenance activities, all of which has immediate and vital consequences for the agency, the traveling public, and the environment. A proven, cost-effective tool called the Maintenance Decision Support System (MDSS) is increasingly being used by state and local maintenance departments for reliable and accurate decision-making under stressful weather and adverse roadway conditions. KW - Cost effectiveness KW - Decision making KW - Decision support systems KW - Maintenance Decision Support System (MDSS) KW - Snow and ice control KW - Snow removal KW - Weather conditions KW - Winter maintenance UR - http://ntl.bts.gov/lib/33000/33700/33722/index.htm UR - http://ntl.bts.gov/lib/33000/33700/33722/mdss_pdf.pdf UR - https://trid.trb.org/view/930616 ER - TY - RPRT AN - 01166624 AU - Banerjee, Ambarish AU - Aguiar-Moya, Jose Pablo AU - Smit, Andre de Fortier AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Texas Flexible Pavements Database PY - 2010/02//Technical report SP - 189p AB - The goal of this research project was the development of the Texas Flexible Pavement Database (TFPD) to serve as a reference database comprising design, construction, structural and performance data for selected roadway sections in Texas. The database was designed as a project-level application with the purpose of developing, validating and calibrating mechanistic-empirical pavement design models. To achieve this objective it was necessary to evaluate pavement sections with performance data spanning a number of years and for this reason the database was initially populated with Texas sections from the Long Term Pavement Performance (LTPP) studies. In addition, a number of newly constructed sections within Texas were included in the database. The performances of these new sections were monitored over a two-year period and performance data collected on these sections on two occasions have been included in the database. The TFPD comprises 70 sections (35 from LTPP and 35 new) spanning the climate, traffic, and structure types found in Texas. It is recommended that these sections continue to be monitored on an annual basis to track the performance of these pavements throughout their design life. It should be noted that the entire database consists of close to 200 sections, though few of them are missing information related to material properties and testing. A second objective of this project was to provide guidelines for local calibration of the Mechanistic Empirical Pavement Design Guide (MEPDG). The performance models used in the MEPDG are calibrated using sections spread throughout the U.S. Hence, it is necessary to calibrate these models for specific states and regional conditions because of the differences in terms of materials, environmental conditions, and construction practices. The regional calibration factors were obtained by minimizing the sum of squared errors between the observed and the predicted distresses. In this case, a simultaneous joint optimization routine was used because it is theoretically sound. Finally, an average of the regional calibration coefficients for AC and subgrade rutting was computed to obtain the set of state-default calibration coefficients for Texas. The report outlines the procedure followed and reports the initial local and statewide calibration factors determined based on the LTPP sections currently in the TFPD. KW - Calibration KW - Databases KW - Flexible pavements KW - Long-Term Pavement Performance Program KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5513_2.pdf UR - https://trid.trb.org/view/927126 ER - TY - RPRT AN - 01165337 AU - Cooley, Howard AU - Madrigal, Guillermo AU - Miles, Adam AU - Kyte, Michael AU - Dixon, Michael AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Developing and Applying Collaborative Tools for Improving "Understanding" in the Introductory Transportation Engineering Course PY - 2010/02//Final Report SP - 38p AB - Previous work surveyed transportation engineering educators to determine current instruction practice and insight regarding efforts these educators should make. Educators need technological support for a learning community. An effective community should spawn innovation through shared ideas, mutual respect, testing, and adoption of demonstrably good approaches. This community needs infrastructure and technology to overcome communication and trust barriers. An effective transportation engineering educator learning community needs both face-to-face interaction and easy communication between meetings. Research in this project found that an online venue supporting this community must possess qualities that no single electronic tool (e.g., html website, wiki site, e-mail, forums, blogs, online database) provides and qualities were then put forth that such a venue should possess. An existing course management system is described that possess these qualities. The survey data were analyzed to determine how educators would benefit from a common online venue and the most commonly taught course topics. Then a powerful technique for developing course materials was reviewed and summarized into a development template that takes the course developer through three stages of development, terminating with a learning plan. Finally, this template was applied to four of the most commonly taught topics to develop respective learning plans. KW - Cooperation KW - Education KW - Education and training methods KW - Technology KW - Transportation engineering KW - Understanding UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK713_N10-04.pdf UR - https://trid.trb.org/view/925108 ER - TY - RPRT AN - 01164850 AU - Yang, Zhaohui Joey AU - Dutta, Utpal AU - Xu, Gang AU - Hazirbaba, Kenan AU - University of Alaska, Anchorage AU - University of Alaska, Fairbanks AU - University of Alaska, Fairbanks AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Effects of Permafrost and Seasonally Frozen Ground on the Seismic Response of Transportation Infrastructure Sites PY - 2010/02//Final Report SP - 96p AB - A comprehensive analytical investigation of the effects of frozen soils including seasonally frozen soils and permafrost on the seismic site response has been conducted. Two sites, i.e., the C St-O'Malley Bridge site in Anchorage and the Goldstream Creek Bridge site in Fairbanks, were selected to represent typical sites with seasonally frozen soils and discontinuous permafrost, respectively. Two generic soil profiles were constructed based on the geologic and geotechnical data available for these two sites. A set of input ground motions has been selected from available strong-motion databases and scaled to generate an ensemble of seismic hazard-consistent bedrock motions. One-dimensional equivalent linear analyses were applied to analyze the seismic site response for three levels of seismic hazard, i.e., MCE (2% probability of exceedance in 50 years), AASHTO Design Earthquake (7.5% probability of exceedance in 75 years), and IBC Design Earthquake (two-thirds of MCE). A series of parametric studies were conducted for assessing the sensitivity of the results to the uncertainties associated with shear wave velocity of frozen soils, thickness of seasonally frozen soil, permafrost table/thickness, and bedrock table. The results show that the presence of frozen soils, particularly permafrost, can significantly change the ground motion characteristics. It is concluded that it is generally conservative to ignore the effects of seasonally frozen ground on site response. It is, however, not always conservative to classify permafrost soil sites by using average shear wave velocity of the upper 30 m frozen or unfrozen soils and use code-defined site coefficients for seismic design. For permafrost sites similar to the GC Site-Worst Case Scenario, that is when the permafrost table is at -50 to -130 ft, and the bedrock table is at -230 ft or shallower, and the soil types are similar to the GC Site-Worst Case Scenario, the average response spectra obtained from this study could be used in seismic design. KW - Alaska KW - Bedrock KW - Bridge design KW - Earthquake resistant design KW - Frozen soils KW - Permafrost KW - Seasonally frozen ground KW - Seismicity KW - Shear wave velocity UR - http://ine.uaf.edu/autc/files/2012/09/107017-Frozen-Ground-Permafrost-yang.hazirbaba-use-INEAUTC1103.pdf UR - http://ntl.bts.gov/lib/46000/46400/46468/107017_Frozen_Ground_Permafrost_yang.hazirbaba_use-INEAUTC1103.pdf UR - https://trid.trb.org/view/925839 ER - TY - RPRT AN - 01164068 AU - Zhang, Yunlong AU - Ying, Qi AU - Lv, Jinpeng AU - Kota, Sri Harsha AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Methodology and Guidelines for Regulating Traffic Flows under Air Quality Constraints in Metropolitan Areas PY - 2010/02//Final Report SP - 89p AB - This project developed a methodology to couple a new pollutant dispersion model with a traffic assignment process to contain air pollution while maximizing mobility. The overall objective of the air quality modeling part of the project is to develop a model to predict the air quality at receptor sites in metropolitan areas using traffic data from a coupled traffic model and real time meteorological data. Most of the air dispersion models in use do not have a full description of the physical and chemical processes to describe the formation and transformation of pollutants in the metropolitan areas relating to traffic flow and thus cannot provide complete information that is necessary in traffic planning and regulating. The reactive dispersion air quality model developed in this project includes a state-of-the-art gas chemistry mechanism (Statewide Air Pollution Research Center, or SAPRC, model) to predict the ozone, NOx, CO, benzene, acetaldehyde, formaldehyde and 1,3-butadiene concentrations, and a complete particulate matter module with thermal dynamics to predict the concentrations of primary and secondary particulate pollutants including diesel particulate matter. With the air quality model developed in this project, traffic assignments can be conducted taking air quality into account. The air quality can be considered as a form of constraint that limits the pollutants under certain acceptable levels in parts of the transportation network. This consideration will be an added constraint in addition to the roadway segment capacity constraint in the assignment process. The air quality can also be considered as an additional objective function while assigning traffic flow in the metropolitan transportation network. KW - Acetaldehyde KW - Air pollution dispersion KW - Air quality KW - Air quality models KW - Benzene KW - Butadiene KW - Carbon monoxide KW - Formaldehyde KW - Metropolitan areas KW - Mobility KW - Nitrogen oxides KW - Ozone KW - Particulates KW - Traffic assignment KW - Traffic flow UR - http://utcm.tamu.edu/publications/final_reports/Zhang_08-35-17.pdf UR - http://ntl.bts.gov/lib/33000/33700/33761/Zhang_08-35-17.pdf UR - https://trid.trb.org/view/924658 ER - TY - RPRT AN - 01163176 AU - Szary, Patrick AU - Spasovic, Lazar N AU - Moini, Nadereh AU - Dimitrijevic, Branislav AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - NJDOT Transportation Data User Survey PY - 2010/02//Final Report SP - 57p AB - The New Jersey Straight Line Diagram (SLD) is the main reference for the State’s centerline roadway inventory. SLD was initially designed as a planning tool, but it has become a standard information platform for many other purposes within and outside the New Jersey Department of Transportation (NJDOT), including engineering and maintenance. The extensive and versatile use of SLD both within and outside NJDOT requires a thoughtful approach in developing future SLD enhancements. The objective of this study, initiated by NJDOT’s Bureau of Transportation Data Development (BTDD), is to ascertain the SLD user needs and provide inputs for an educated decision about future improvements of SLD. The main part of the project was to survey SLD users throughout New Jersey about their use of SLD, satisfaction with the SLD data products and tools, and ideas about system enhancements. The survey questionnaire was designed using the input from interviews with major users of SLD. The survey was conducted online using an interactive internet survey questionnaire and was available for 3 months, August to October 2009. About 240 responses were received from engineers, planners, private consultants, and freight operators. The responses were overwhelmingly positive regarding the usefulness of SLD and the quality of its data. Responses were used to formulate recommendations for future improvements. The most desirable improvements can be classified into four areas: boost the search engine, use a collaborative approach to collect and update data, introduce GIS capability, and expand the scope of data. The correlation between users’ affiliation and their responses is also investigated on two main groups: NJDOT users and users outside of NJDOT. KW - Data quality KW - Databases KW - Improvements KW - Inventory KW - New Jersey Department of Transportation KW - Questionnaires KW - Recommendations KW - Straight line diagrams KW - Surveys KW - User needs UR - http://cait.rutgers.edu/files/235-RU0964_0.pdf UR - https://trid.trb.org/view/923662 ER - TY - RPRT AN - 01162646 AU - Washburn, B E AU - Ohio State Department of Agriculture AU - Federal Aviation Administration TI - Evaluation of Trash-Transfer Facilities as Bird Attractants PY - 2010/02//Final Report SP - 25p AB - Wildlife collisions (wildlife strikes) with aircraft pose a serious risk to aircraft and cost civil aviation in the United States an estimated $490 million annually. Traditional putrescible-waste landfills are very attractive to and are used by many birds, especially gulls, creating a hazard to aircraft if located near airports. The Federal Aviation Administration currently recommends that the location of municipal solid waste landfills and trash-transfer facilities should not be within 5 statute miles of an airport. Little information is available regarding the attractiveness of trash-transfer facilities to wildlife and the potential risk to aviation, particularly on a national scale. The objectives of this study were to (1) document wildlife use of trash-transfer facilities and (2) determine if the building design or the on-site management characteristics of trash-transfer facilities influence their attractiveness to wildlife species. Twenty-nine trash-transfer facilities and four control sites, located in seven states (representative of various U.S. geographical regions) were studied. Wildlife (primarily birds) abundance and activity were quantified at each facility and control site twice per week for one year. KW - Aircraft operations KW - Airport operations KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Risk assessment KW - Solid waste disposal UR - https://trid.trb.org/view/920591 ER - TY - RPRT AN - 01162617 AU - Herricks, Edwin E AU - Woodworth, E AU - King, R AU - University of Illinois, Urbana-Champaign AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Deployment of Avian Radars at Civil Airports PY - 2010/02//Final Report SP - 64p AB - As part of a multiple-year Federal Aviation Administration (FAA) Airport Safety Technology Research and Development Program, avian radar units were deployed at the Seattle-Tacoma International Airport and the Naval Air Station Whidbey Island, Oak Harbor, Washington, by the University of Illinois Center of Excellence in Airport Technology. The deployment activities included identification and selection of radar vendors and products, contracting for radar system deployment, site selection for radar placement, completion of FAA obstruction and frequency applications, installation, and operation of the radar systems. Although this document provides a general protocol for avian radar deployment and addresses a wide range of issues associated with radar use in the complex environment of a typical civil airport, the actual activities that must be completed for avian radar deployment will be site- and situation-specific. KW - Airport operations KW - Aviation safety KW - Bird strikes KW - Civil aviation KW - Radar KW - Radar air traffic control KW - Seattle (Washington) KW - Threats UR - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=9c75384c-57aa-42bf-b7a3-44cbd943b160&f=09-61.pdf UR - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/65/Deployment-of-Avian-Radars-at-Civil-Airports UR - https://trid.trb.org/view/920588 ER - TY - RPRT AN - 01162506 AU - va Es, G W H AU - van derGgeest, P J AU - Cheng, A AU - Hackler, L AU - Federal Aviation Administration AU - Airport and Aircraft Safety Research and Development AU - Cherokee CRC AU - Federal Aviation Administration TI - Estimation of Landing Stopping Distances from Flight Data PY - 2010/02//Final Report SP - 26p AB - The need for improved capacity at airports to accommodate the rapid growth of air traffic has led to the investigation of operational landing performance as a safe and feasible means to increase the traffic flow. While the capacity issue becomes important, it is imperative that the increase in capacity does not let safety decline. A key task is to investigate the airplane landing performance to provide operations safety guidelines for reducing the risks of incidents and accidents associated with new technologies and procedures. For this, a clear knowledge of the day-to-day landing operations is required. The objective of the present study was to derive and analyze methods for calculating the full-stop landing distance from flight operational data. In total, eight methods have been defined to calculate the ground distance from actual landing data. All these variants have been implemented in the processing software. After reprocessing all available cases, the statistical properties and possible correlations of each variant were investigated and presented. Based on these results, it was concluded that ground stopping distances obtained with the maximum instantaneous deceleration approach may be considered as the most useful or realistic candidate to serve as an indicator for the actual airplane landing performance. KW - Air traffic KW - Air transportation KW - Aircraft operations KW - Aircraft pilotage KW - Aviation safety KW - Deceleration KW - Landing KW - Stopping distances UR - https://trid.trb.org/view/920617 ER - TY - RPRT AN - 01162233 AU - National Highway Traffic Safety Administration TI - Corporate Average Fuel Economy standards, passenger cars and light trucks, model years 2012-2016 : environmental impact statement PY - 2010/02//Volumes held: Draft, Final KW - Environmental impact statements UR - https://trid.trb.org/view/923219 ER - TY - RPRT AN - 01162190 AU - Federal Highway Administration TI - Interstate 395 (I-395), from the I-95 Midtown Interchange (I-95/SR-836/I-395) ramps to MacArthur Causeway West Channel Bridges at Biscayne Bay, in the City of Miami, Miami-Dade County : environmental impact statement PY - 2010/02//Volumes held: Draft, Final KW - Environmental impact statements KW - Florida UR - https://trid.trb.org/view/923176 ER - TY - RPRT AN - 01162121 AU - Federal Highway Administration TI - I-69 Evansville to Indianapolis, Indiana Project, Section 2, Oakland City to Washington : environmental impact statement PY - 2010/02//Volumes held: Draft, Draft Appendix, Revised draft(2v), Final(2v)(v.2 in 2pts) KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/923106 ER - TY - RPRT AN - 01159847 AU - Hiller, William AU - Pace Suburban Bus Service AU - Booz Allen Hamilton AU - Public Transit Solutions, Continental AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Transit Operations Decision Support System (TODSS) Core Requirements Prototype Development Case Study and Lessons Learned PY - 2010/02//Final Report SP - 140p AB - Transit Operations Decision Support Systems (TODSS) are systems designed to support dispatchers and others in real-time operations management in response to incidents, special events, and other changing conditions. As part of a joint Federal Transit Administration and Intelligent Transportation Systems Joint Program Office effort, the transit industry developed core functional requirements for service disruption identification and provision of service restoration options for TODSS in 2003. Pace Suburban Bus was selected to lead a demonstration project to develop and evaluate a prototype TODSS and to validate the TODSS core functional requirements. This report summarizes the TODSS Core Requirements Prototype development and provides lessons learned from the implementation and operation of the system. The summary highlights Pace's transit service and operating environment, the final TODSS prototype concept of operations, the system's architecture, issues encountered during the prototype development and implementation, the TODSS core requirements evaluation and update recommendations, and the operating experience from the time of implementation. KW - Bus transit operations KW - Decision support systems KW - Demonstration projects KW - Lessons learned KW - Prototypes KW - Real time information KW - Service disruption KW - Service restoration KW - Special events KW - System architecture KW - Traffic incidents KW - Validation UR - http://www.fta.dot.gov/documents/Task_7_Final_TODSS_Report_V3.pdf UR - https://trid.trb.org/view/920342 ER - TY - RPRT AN - 01159705 AU - Veisi, Maryam AU - Chittoori, Bhaskar AU - Celaya, Manuel AU - Nazarian, Soheil AU - Puppala, Anand J AU - Solis, Carlos AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Accelerated Stabilization Design of Subgrade Soils PY - 2010/02//Technical Report SP - 255p AB - Chemical stabilizers are commonly used to improve the performance of problematic soils. Lime, cement, and fly ash are typically used for this purpose. To achieve effective soil stabilization, type and concentration of the stabilizer are usually calculated based on the plasticity and gradation of the material. To achieve the mix design, the optimum stabilizer content is usually based on experience or following time-consuming specifications. New accelerated testing methods are proposed that minimize the time required for soil specimen preparation, curing, and moisture conditioning to complete the design process. Proposed methods were compared to current specifications. A curing time of 2 days and a back-pressure method to complete moisture conditioning are recommended to complete the mix design in 3 days. In addition, a more rigorous soil classification which considers the soil mineralogy is included. For that matter, simple chemical methods to determine the mineralogy of the soil fines are included. Cation Exchange Capacity, Specific Surface Area and Total Potassium could be used to substitute methods such as X-ray Diffraction and Scanning Electron Microscope. Durability and permanency studies on the treated and untreated soils were also evaluated to address the permanency and leachability of the chemical stabilization associated with rainfall infiltration and to simulate seasonal changes. Other important issues that were evaluated are adequate mixing and curing, adequate density and moisture, adequate short-term and long-term strength and stiffness, and proper construction. KW - Accelerated curing KW - Accelerated tests KW - Calcium oxide KW - Cement KW - Curing time KW - Durability tests KW - Fly ash KW - Leaching KW - Mineralogy KW - Moisture conditioning KW - Rainfall KW - Soil stabilization KW - Subgrade (Pavements) UR - http://ctis.utep.edu/reports/0812/2010&02&RR-0-5569-1&Accelerated%20Stabilization%20Design%20Of%20Subgrade%20Soils.pdf UR - https://trid.trb.org/view/920200 ER - TY - RPRT AN - 01159571 AU - Grant, Michael AU - Bauer, Jocelyn AU - Plaskon, Terence AU - Mason, John AU - Science Applications International Corporation AU - ICF International AU - Federal Highway Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - Advancing Metropolitan Planning for Operations: An Objectives-Driven, Performance-Based Approach: A Guidebook PY - 2010/02 SP - 81p AB - This guidebook presents an approach for integrating management and operations (M&O) strategies into the metropolitan transportation planning process that is designed to maximize the performance of the existing and planned transportation system. This approach is recommended as a means to meet Federal transportation planning requirements for promoting efficient system M&O and implementing a congestion management process (CMP). The approach is driven by operations objectives for the regional transportation system and performance measures for achieving those objectives. The Metropolitan Transportation Plan (MTP) resulting from this approach contains specific, measurable operations objectives, performance measures, and M&O strategies that directly influence the projects selected for the transportation improvement program (TIP). This approach not only helps fulfill Federal planning requirements, but also results in an MTP that is better able to meet customer needs, creating a more optimal mix of transportation investments. KW - Congestion management systems KW - Handbooks KW - Highway operations KW - Metropolitan planning organizations KW - Performance measurement KW - Strategic planning KW - Traffic congestion KW - Transit vehicle operations KW - Transportation Improvement Programs KW - Transportation planning KW - Transportation system management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop10026/fhwa_hop_10_026.pdf UR - http://ntl.bts.gov/lib/33000/33700/33775/fhwa_hop_10_026.pdf UR - https://trid.trb.org/view/920075 ER - TY - RPRT AN - 01159410 AU - Baer, Justin AU - Ayotte, Kaylin AU - Baldi, Stephane AU - American Institutes for Research AU - National Highway Traffic Safety Administration TI - Evaluation of State Motorcycle Safety Programs PY - 2010/02//NHTSA Technical Report SP - 36p AB - The rise in motorcycle injuries and fatalities over the past decade has placed greater emphasis on the role that State motorcycle safety programs may play in making roadways safer for riders. From programs targeted at motorcyclists to comprehensive training for law enforcement and court personnel, State programs are tasked with implementing and monitoring a range of safety policies and procedures. This report describes the current efforts States are undertaking to promote motorcycle safety, drawing on a survey received from State Highway Safety Offices (SHSOs) and State motorcycle safety administrators (SMSAs) in 45 States. The results presented in this report provide a picture of recent accomplishments made by States related to motorcycle safety. The data presented are based on State-level, self-reported information. KW - Education and training KW - Highway safety KW - Law enforcement and criminal justice personnel KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle safety KW - Motorcyclists KW - Safety programs KW - State Highway Safety Offices KW - States KW - Surveys UR - http://www-nrd.nhtsa.dot.gov/Pubs/811269.PDF UR - https://trid.trb.org/view/919977 ER - TY - RPRT AN - 01159326 AU - Farber, Nicholas J AU - Reed, James B AU - National Conference of State Legislatures AU - Federal Transit Administration AU - Department of Labor TI - State Human Service Transportation Coordinating Councils: An Overview and State Profiles PY - 2010/02 SP - 23p AB - Better coordination for human service transportation activities is key to enhance services to those in need and to use public resources more efficiently, particularly in times of tight budgets. To do this, many states have created state coordinating councils, however, the intergovernmental landscape of transportation coordination is complex and fragmented. By one estimate, some 44,000 levels of government are involved in providing or funding transportation, each with its own specific laws and regulations that guide their many responsibilities. In addition, many non profit agencies, private companies and individuals are involved with providing transportation services to a wide array of customers and users. This report summarizes how state coordinating councils operate, provides a reference table for 50 states, and presents profiles of the existing 25 state coordinating councils. KW - Coordination KW - Councils of government KW - Intergovernmental partnerships KW - State government KW - States KW - Transportation planning KW - Transportation services UR - http://web1.ctaa.org/webmodules/webarticles/articlefiles/NCSL_StateCoordinatingCouncilsBrief_February2010.pdf UR - https://trid.trb.org/view/919825 ER - TY - RPRT AN - 01159193 AU - Federal Highway Administration TI - Mini-Roundabouts PY - 2010/02//Technical Summary SP - 20p AB - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals who may be involved in the design, selection, and implementation of mini-roundabout intersections. Because experience with mini-roundabouts is limited in the United States, the information presented here draws primarily upon guidance and experience from other countries with reference to American guidance as appropriate. This technical summary explores the unique characteristics of mini-roundabouts while reinforcing the need to apply the principles-based approach common to all roundabout design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane mini-roundabouts. Section 1 of this document summarizes the characteristics of mini-roundabouts. Section 2 presents benefits of mini-roundabout intersections compared to alternative intersection solutions. Sections 3-6 provide an overview of user, location, operational, and design considerations, respectively. KW - Benefits KW - Design KW - Highway operations KW - Location KW - Miniroundabouts KW - Planning KW - Roundabouts UR - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10007/fhwasa10007.pdf UR - https://trid.trb.org/view/919757 ER - TY - RPRT AN - 01159191 AU - Federal Highway Administration TI - Access Management in the Vicinity of Intersections PY - 2010/02//Technical Summary SP - 20p AB - This technical summary is designed as a reference for State and local transportation officials, Federal Highway Administration (FHWA) Division Safety Engineers, and other professionals involved in the design, selection, and implementation of access management near traditional intersections (e.g., signalized, unsignalized and stop controlled intersections). Its purpose is to provide an overview of safety considerations in the design, implementation, and management of driveways near traditional intersections in urban, suburban, and rural environments where design considerations can vary as a function of land uses, travel speeds, volumes of traffic by mode (e.g., car, pedestrian, or bicycle), and many other variables. Section 1 of this technical summary presents an overview of access management factors that should be considered for improving safety near intersections in any setting. Section 2 presents access management considerations and treatments to improve safety near traditional intersections in suburban, urban, and rural settings. This section features a case study of an access management retrofit project in a suburban area. Section 3 points the reader to additional resources. KW - Access control (Transportation) KW - Case studies KW - Driveways KW - Intersections KW - Rural areas KW - Suburbs KW - Traffic safety KW - Urban areas UR - http://safety.fhwa.dot.gov/intersection/resources/fhwasa10002/fhwasa10002.pdf UR - https://trid.trb.org/view/919755 ER - TY - RPRT AN - 01158834 AU - Rodier, Caroline AU - Abraham, John E AU - Hunt, John Douglas AU - Dix, Brenda AU - San Jose State University AU - California Department of Transportation AU - Research and Special Programs Administration TI - Equity Analysis of Land Use and Transport Plans Using an Integrated Spatial Model PY - 2010/02 SP - 42p AB - This paper describes a study to investigate how a spatial economic model can be used to evaluate the equity effects of land use and transport policies intended to reduce greenhouse gas emissions. The Activity Allocation Module of the PECAS (Production, Exchange, and Consumption Allocation) Model for the Sacramento region is used to simulate two scenarios for the year 2035. Advanced aggregate travel models and activity based travel models have been applied to evaluate distributions of travel time and cost effects of transport and land use policies across different socio-economic groups. The PECAS model system, with its representation of the interactions among the transport system and the rest of the spatial economic system, enables an evaluation of the distributions of a wider range of economic impacts, including wages, rents, productivity, and consumer surplus, for segments of households, labor, and industry. In this study, the PECAS model is applied to illustrate the distributional measures that can be obtained from this type of model and to provide insights into the equity effects of different transport and land development patterns. The results show that a more compact urban form designed around transit stations may reduce travel costs, wages, and housing costs by increasing accessibility, which can lead to substantial net benefits for industry categories and lower income households. Higher income households may be net losers, since their incomes are more dependent on reduced wages, they are less willing to switch to higher density dwellings, and they are more likely to own their own home. KW - Economic forecasting KW - Economic growth KW - Economic models KW - Equity (Justice) KW - Greenhouse gases KW - Land use models KW - Land use planning KW - Sacramento Metropolitan Area KW - Spatial analysis KW - Transportation policy KW - Travel demand UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/Equity%20Analysis%20of%20Land%20Use%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918696 ER - TY - RPRT AN - 01158147 AU - Bochner, Brian S AU - Sperry, Benjamin R AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Internal Trip Capture Estimator for Mixed-Use Developments PY - 2010/02//Technical Report SP - 50p AB - This report describes a spreadsheet tool for estimating trip generation for mixed-use developments, accounting for internal trip capture. Internal trip capture is the portion of trips generated by a mixed-use development that both begin and end within the development. The importance of internal trip capture is that those trips satisfy a portion of the total development’s trip generation and they do so without using the external road system. As a result, a mixed-use development that generates a given number of total trips creates less demand on the external road system than single-use developments generating the same number of trips. This report describes the spreadsheet estimator and how to use it. It describes the data behind the estimator as well as how those data are applied. The two Texas mixed-use developments from which most of the data were derived are also described. This report is supplemented by the Excel® spreadsheet itself as well as task memoranda that document the survey data collected as part of this project. KW - Case studies KW - Internal capture of trips KW - Internal trips KW - Mixed use development KW - Spreadsheets KW - Texas KW - Trip generation UR - http://tti.tamu.edu/documents/5-9032-01-1.pdf UR - https://trid.trb.org/view/918631 ER - TY - RPRT AN - 01158142 AU - Aldrete-Sanchez, Rafael AU - Shelton, Jeffrey Adam AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integrating the Transportation System with a University Transportation Master Plan PY - 2010/02//Product SP - 90p AB - The Texas Department of Transportation (TxDOT) commissioned the Texas Transportation Institute (TTI) and the University of Texas at El Paso (UTEP) to perform a research study of the integration of the transportation system with the UTEP transportation master plan. The objective was to document a methodology to analyze the interaction of a university campus transportation system and its surrounding metropolitan transportation system and to integrate both systems in a seamless fashion. The study used UTEP as a case study, but its results have a near‐term applicability for TxDOT, particularly in urban areas where there is highly dense university campus populations. KW - Accessibility KW - Campus transportation KW - Cyclists KW - Highway traffic control KW - Integrated transportation systems KW - Metropolitan areas KW - Mobility KW - Parking KW - Pedestrians KW - Public transit KW - Transportation planning KW - Urban areas UR - http://tti.tamu.edu/documents/0-6608-P2.pdf UR - https://trid.trb.org/view/918626 ER - TY - RPRT AN - 01157624 AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Transportation Planner's Safety Desk Reference PY - 2010/02//Final Report SP - 133p AB - This report is an update of the 2007 Transportation Planner’s Safety Desk Reference. It includes strategies derived from the National Cooperative Highway Research Program (NCHRP) Report 500, Guidance for Implementation of the American Association of State Highway and Transportation Officials (AASHTO) Strategic Highway Safety Plan. All 22 emphasis areas are now covered, including five new ones (young drivers, bicycle collisions, speeding, head-on collisions on freeways, and motorcycles). Additional sections on collecting and analyzing highway safety data and developing emphasis area plans have also been added. This document discusses the planner’s role in transportation safety and the incorporation of safety into the transportation planning process. Each emphasis area section includes: overview of the problem; data defining the problem; descriptions of safety strategies that are most relevant to planners; crash modification factors that can be used to determine the reduction in crashes anticipated from specific safety improvements; and additional resources and best practices, where available. KW - Crash modification factors KW - Data collection KW - Handbooks KW - Highway safety KW - Strategic planning KW - Transportation planning KW - Transportation safety UR - http://tsp.trb.org/assets/FR1_SafetyDeskReference_FINAL.pdf UR - https://trid.trb.org/view/918533 ER - TY - RPRT AN - 01156924 AU - Williams, Clara A AU - King, Raymond E AU - Federal Aviation Administration AU - Federal Aviation Administration TI - The Effects of Testing Circumstance and Education Level on MMPI-2 Correction Scale Scores PY - 2010/02//Final Report SP - 18p AB - The Minnesota Multiphasic Personality Inventory-2 (MMPI-2) is used by the Federal Aviation Administration to assess psychopathology in air traffic control specialist applicants after a conditional offer of employment is extended. Two groups are compared in this study on their level of Scale K, which is used as a measure of defensiveness (putting one’s best foot forward – “faking good”), but which may be influenced by socioeconomic status and education. Group 1 had already been hired and took the MMPI-2 as part of a voluntary research protocol while in training. Group 2 took the MMPI-2 as part of their medical screening process for hiring. There was a significant difference between the two groups (2 indicated a higher level of K than 1) on the level of K, suggesting that K is likely measuring defensiveness. Group 1 faced no consequences for their results, while Group 2 faced potential additional psychological assessment as a consequence of their MMPI-2 performance, and possibly even ultimate medical disqualification. While the hypothesis that groups would differ on K as a function of testing circumstances was supported, the hypothesis that K would rise as a function of education was not. KW - Air traffic controllers KW - Education KW - Flight personnel KW - Psychological tests KW - Selection and appointment UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201003.pdf UR - https://trid.trb.org/view/917324 ER - TY - RPRT AN - 01156672 AU - Molino, John A AU - Katz, Bryan J AU - Hermosillo, Megan B AU - Dagnall, Erin E AU - Kennedy, Jason F AU - Science Applications International Corporation AU - Federal Highway Administration TI - Simulator Evaluation of Low-Cost Safety Improvements on Rural Two-Lane Undivided Roads: Nighttime Delineation for Curves and Traffic Calming for Small Towns PY - 2010/02//Final Report SP - 72p AB - This experiment was sponsored by the Low Cost Safety Improvements Pooled Fund Study. It focused on two areas: (1) advanced detection and speed reduction for curves in rural two-lane roads at night and (2) traffic calming for small rural towns during the day. The experiment was conducted in the Federal Highway Administration's (FHWA's) Highway Driving Simulator (HDS). Speed reduction in curves yielded the following order of tested treatments (from best to worst): (1) post-mounted delineators (PMDs) enhanced by streaming light-emitting diode (LED) lights slowed drivers down the most (9 mi/h (14.5 km/h)); (2) standard PMDs slowed drivers down by 7 to 8 mi/h (11.3 to 12.9 km/h); and (3) edge lines slowed drivers down by 2 mi/h (3.2 km/h). The same order was obtained for increases in the distance at which drivers were able to identify either the direction or the severity of the curve ahead as follows: streaming LED PMDs increased detection distance the most (560 to 1,065 ft (171 to 325 m)); standard PMDs increased detection distance by 45 to 200 ft (13.7 to 61 m); and edge lines increased detection distance by zero to 25 ft (zero to 7.6 m). PMDs performed better than pavement markings. The streaming PMDs solution offered the greatest potential increase in recognition distance. Speed reduction in towns yielded the following order of tested treatments: (1) chicanes slowed drivers down the most by 4 to 9 mi/h (6.4 to 14.5 km/h); (2) parked cars on both sides of the road slowed drivers 4 mi/h (6.4 km/h); and (3) bulb-outs resulted in only a small speed reduction of 1 mi/h (1.6 km/h) or none at all. In the case of towns, two low-cost safety solutions are worthy of further study: (1) adding painted chicanes to town entrances and (2) providing for and encouraging parking in the town. The results of this experiment do not take into account other hazardous factors that exist in the real world. Therefore, field validation is recommended for most of the above findings. KW - Bulbouts KW - Chicanes (Traffic calming) KW - Driving simulators KW - Edge lines KW - Highway curves KW - Highway delineators KW - Highway safety KW - Improvements KW - Light emitting diodes KW - Night KW - On street parking KW - Post-mounted delineators KW - Rural highways KW - Small towns KW - Traffic calming KW - Two lane highways UR - http://www.fhwa.dot.gov/publications/research/safety/09061/09061.pdf UR - http://ntl.bts.gov/lib/55000/55700/55765/FHWA-HRT-09-061.PDF UR - https://trid.trb.org/view/917699 ER - TY - RPRT AN - 01156654 AU - Wittwer, Ernie AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Positions for the Mississippi Valley Freight Coalition on Federal Reauthorization PY - 2010/02//Final Report SP - 35p AB - Federal transportation authorizing bills have a huge impact on the direction of the nation’s transportation programs. Not only do they provide the funding to carry out national programs, but they also contain the policy frameworks that will guide the use of state and local funds over the period of the bill. The existing federal authorization expired on October 1, 2009. The nation has operated under a series of continuing resolutions since that time. In anticipation of the end of the authorization and the debate on a new authority, the states of the Mississippi Valley Freight Coalition (MVFC) identified defining regional positions on reauthorization as one of its priority projects. This effort built upon an earlier effort by the MVFC to agree on broad concepts and to prepare testimony. That testimony was presented to the National Surface Transportation Revenue and Policy Commission by Teresa Adams (UW-Madison) and Kirk Steudle (Michigan DOT). KW - Federal Surface Transportation Program reauthorization bill KW - Financing KW - Freight transportation KW - Institutional issues KW - Legislation KW - Maritime industry KW - Mississippi Valley Freight Coalition KW - Railroads KW - Reauthorization bills KW - Trucking UR - http://ntl.bts.gov/lib/32000/32700/32785/MVFC09_-_Reauthorization_Final_Report_Edited_03-15-2010.pdf UR - https://trid.trb.org/view/917655 ER - TY - RPRT AN - 01156628 AU - Decina, Lawrence E AU - Hall, William L AU - Lococo, Kathy H AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Booster Seat Law Enforcement: Examples From Delaware, New Jersey, Pennsylvania, and Washington PY - 2010/02//Final Report SP - 72p AB - The objective of this study was to evaluate the implementation of State booster seat laws (enhanced child restraint laws) and examine the most effective strategies that law enforcement agencies (LEAs) can use to enforce booster seat laws. The research included a literature review; update of the status of the Nation’s booster seat laws; evaluation of enforcement strategies and activities among LEAs; and recommendations for booster seat law enforcement techniques that appear to be the most effective in terms of practical LEA operations and volume of citations written for the number of hours worked. Eight LEAs from Delaware, New Jersey, and Pennsylvania participated. All the LEAs received brief training in child occupant protection, used an enforcement card with a description of all child restraint (CR) laws, followed an enforcement schedule during the project’s 6-month enforcement period (March to September 2008), and attended debriefings. Checkpoints and dedicated roving patrols were used by LEAs in New Jersey, and produced a large number of booster seat and other child restraint law citations. Dedicated roving patrols, dedicated stationary patrols, and routine patrols were used in Delaware and Pennsylvania. The study also examined a similar, ongoing enforcement program in Grant County, Washington. During debriefings, officers indicated that the most effective approaches for enforcing booster seat laws depend on the following: top management support (and resources to support dedicated booster seat law enforcement programs); a primary booster seat law; enforcement methods that are dedicated to booster seat and other child restraint laws and involve checkpoints, dedicated roving patrols, or stationary spots; training; and enforcement cards. Barriers that can inhibit enforcement of booster seat and other child restraint laws, include: weaknesses of booster seat laws (secondary law); inefficient methods (routine patrol, limited staff resources); physical barriers (obstructed views due to: glare, tinted windows); officer discretion issues (extra costs to the drivers associated with multiple child restraint law tickets, inability to identify age of booster-seat-age children, especially 6- and 7-year-olds); and the roadway environment. KW - Booster seats KW - Delaware KW - Law enforcement KW - Literature reviews KW - New Jersey KW - Pennsylvania KW - Recommendations KW - State laws KW - Strategic planning KW - Washington (State) UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811247.pdf UR - https://trid.trb.org/view/917522 ER - TY - RPRT AN - 01155866 AU - Gambatese, John A AU - Johnson, Michael AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Work Zone Design and Operation Enhancements PY - 2010/02//Final Report SP - 197p AB - Oregon Department of Transportation contractors are required to implement Traffic Control Plans (TCPs) to protect and direct traffic through work zones. The design and implementation of TCPs have shown variation from project-to-project across the State. The impact of this lack of consistency is magnified as a result of an increase in the number of work zones, higher traffic volumes, more work being conducted at night to minimize traffic interruptions, a greater number of parties (consultants) involved, and the pressure to complete projects faster. The primary purpose of this research study was to enable improved safety performance through work zones on state roadways. To fulfill this goal, the research aimed to identify ways to modify TCPs to improve their quality and consistency and develop suggested guidelines to follow to design, review, implement, and inspect TCPs. Implementation of the research results is expected to improve consistency of TCPs and decrease the number of work zone fatalities and injuries. Auxiliary benefits resulting from improvements in traffic flow through work zones and the elimination of work zone crashes will include greater mobility, smoother operations, and increased efficiency across the State’s roadway network. KW - Benefits KW - Guidelines KW - Highway maintenance KW - Oregon KW - Standardization KW - Work zone safety KW - Work zone traffic control UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/WorkZoneReport_Web.pdf UR - https://trid.trb.org/view/916448 ER - TY - RPRT AN - 01155863 AU - Zhang, Chen AU - Jennings, Lance AU - Aultman-Hall, Lisa AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Estimating Tourism Expenditures for the Burlington Waterfront Path and the Island Line Trail PY - 2010/02 SP - 18p AB - In this study, the authors estimated the economic activity associated with visitors using the Waterfront Trail in Burlington and also on the Island Line in Colchester where the trail follows a causeway into Lake Champlain to a “cut” where ferry service is provided at limited times during the summer season by Local Motion. The associated tourism expenditures were estimated using the 2008 interview-based visitor information, 2009 Local Motion ferry boardings, 24-hour multi-day automated continuous counts from the Chittenden County Metropolitan Planning Organization (CCMPO), and average visitor spending data from the State of Vermont. The results show that the overall average tourism spending of tourist users ranges from $1 to $2.5 million, over a five-month period between May and September, 2008. Non-resident riders on the bicycle and pedestrian ferry at the “cut” in Colchester were estimated to have spent $178,695 for only 13 days of operation. KW - Bikeways KW - Burlington (Vermont) KW - Colchester (Vermont) KW - Estimates KW - Expenditures KW - Ferry service KW - Tourism KW - Trails UR - http://www.uvm.edu/~transctr/pdf/Waterfront_Path.pdf UR - https://trid.trb.org/view/916453 ER - TY - RPRT AN - 01155829 AU - Johnson, Robert D AU - Lewis, Russell J AU - Angier, Mike K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - False Carbamazepine Positives Due To 10,11-Dihydro-10-Hydroxycarbamazepine Breakdown in the GC/MS Injector Port PY - 2010/02//Final Report SP - 12p 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. A case recently received by CAMI screened positive for the anticonvulsant medication carbamazepine (Tegretol®) by gas chromatography/mass spectrometry (GC/MS). The carbamazepine found during the routine screening procedure was subsequently confirmed using a carbamazepine-specific GC/MS procedure. Concurrently, it was discovered that the accident victim had been prescribed oxcarbazepine (Trileptal®). Oxcarbazepine is nearly structurally identical to carbamazepine and is metabolized by cytosolic enzymes in the liver to the active compound 10,11- dihydro-10-hydroxycarbamazepine. The carbamazepine initially found in this case was present due to the breakdown of the active oxcarbazepine metabolite in the GC/MS injector port. In the current study this conversion is investigated, the percentage of carbamazepine formed at various injector port temperatures is determined, and these three compounds are quantified in nine fluid and tissue specimens from the case in question. Lastly, liquid chromatography/mass spectrometry (LC/MS) was used to demonstrate the absence of carbamazepine, and its formation, in the same specimens. KW - Air transportation crashes KW - Aviation safety KW - Crash investigation KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201004.pdf UR - https://trid.trb.org/view/916317 ER - TY - RPRT AN - 01155729 AU - Liu, Kai-Wei AU - Alvarez, Allex E AU - Martin, Amy Epps AU - Dossey, Terry AU - Smit, Andre AU - Estakhri, Cindy K AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of Current Research on Permeable Friction Courses: Performance, Design, Construction, and Maintenance PY - 2010/02//Technical Report SP - 152p AB - Over the past several years, the Texas Department of Transportation (TxDOT) adopted the use of porous or permeable friction course (PFC) mixtures as a thin asphalt pavement surface layer to provide safety and environmental benefits. This type of mixture is defined in TxDOT Specification Item 342 as a surface course of a compacted permeable mixture of aggregate, asphalt binder, and additives mixed hot in a mixing plant. Recent research addressed important design, construction, and maintenance issues associated with PFC, which has been increasingly employed by TxDOT. In order to complete the evaluation of this relatively new hot mix asphalt concrete mixture type as a possible solution for improving pavement safety and reduction of pavement noise, performance will be tracked over time in this research project to assess benefits, cost, and changes in benefits. The main objective of this research project is to develop a database of PFC performance in terms of functionality (noise reduction effectiveness and permeability), durability (resistance to raveling and possibly rutting and cracking), and safety (skid resistance and accident history), in order to produce guidelines for design, construction, and maintenance of PFC mixtures. This report includes a comprehensive and focused review of research conducted since 2004 related to the mix design, performance (i.e., functionality, durability, and safety), construction, and maintenance of surface courses using PFC. KW - Durability KW - Friction course KW - Highway safety KW - Hot mix asphalt KW - Literature reviews KW - Mix design KW - Pavement cracking KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Paving KW - Permeability KW - Rutting KW - Skid resistance KW - Stripping (Pavements) KW - Surface course (Pavements) KW - Tire/pavement noise UR - http://tti.tamu.edu/documents/0-5836-1.pdf UR - https://trid.trb.org/view/916322 ER - TY - RPRT AN - 01155726 AU - ETC Institute AU - Missouri Department of Transportation AU - Federal Highway Administration TI - 2010 MoDOT kcICON Survey PY - 2010/02//Final Report SP - 56p AB - The survey measures the Kansas City area residents’ satisfaction with the kcICON project, their perceptions of the Missouri Department of Transportation (MoDOT) as a result of the project and what, if anything, would impress them regarding the kcICON project. A professional calling center was contracted to obtain a representative sample of MoDOT’s District 4 to obtain a 95% confidence level with a precision of at least +/- 2.4% for the survey. Potential respondents were contacted through random digit dialing (RDD) from late January through mid-February 2010. A total of 1,606 interviews were completed for the study. The kcICON project is the project name for the New Paseo Bridge and the improvements that are taking place along I-29/I-35 for about 4 miles north of the Missouri River. This report contains: an executive summary of the methodology; charts depicting the overall results of the survey; GIS mapping; tabular data for all questions on the survey; crosstabulations for all questions on the survey by county of residency; and a copy of the survey instrument. KW - Bridges KW - Customer satisfaction KW - Interstate highways KW - Interviewing KW - Kansas City (Missouri) KW - Missouri Department of Transportation KW - Rehabilitation (Maintenance) KW - Surveys UR - http://library.modot.mo.gov/RDT/reports/TRyy1015/orb10019.pdf UR - https://trid.trb.org/view/916397 ER - TY - RPRT AN - 01155725 AU - Inniss, Enos C AU - Reed, Robert E AU - Trauth, Kathleen M AU - David, Dan AU - Wheeler, Matthew AU - University of Missouri, Columbia AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Development of the Framework for a Water Quality Monitoring System: Controlling MoDOT’s Contribution to 303(d) Listed Streams in the State of Missouri PY - 2010/02//Final Report SP - 75p AB - By utilizing ArcGIS to quickly visualize the location of any impaired waterbody in relation to its projects/activities, the Missouri Department of Transportation (MoDOT) will be able to allocate resources optimally. Additionally, the Water Quality Impact Database (WQID) will allow easy transition from field notes into electronic format which will allow easily generated reports listing all the MoDOT required data. KW - ArcGIS KW - Databases KW - Missouri KW - Missouri Department of Transportation KW - Monitoring KW - Water quality KW - Water quality management UR - http://library.modot.mo.gov/RDT/reports/Ri08031/or10017.pdf UR - https://trid.trb.org/view/916380 ER - TY - RPRT AN - 01155724 AU - Sheffield, John W AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Show Me the Road to Hydrogen PY - 2010/02//Final Report SP - 24p AB - The Missouri University of Science and Technology (Missouri S&T) and Ford Motor Company demonstrated a shuttle bus service and hydrogen fueling facilities in rural Missouri near Ft. Leonard Wood (FLW). Initiated by a request from the U.S. Army Maneuver Support Center (MANSCEN) at FLW, Missouri S&T helped establish a commuter bus service between FLW and the neighboring town of Rolla which is located about 25 miles from the military base on Interstate 44. With funds provided by the Defense Logistics Agency through the Air Force Research Laboratory, this hydrogen initiative contracted with Air Products and Chemical, Inc. to supply a temporary hydrogen fueling facility and later with Gas Technology Institute to design and build a hydrogen fueling facility with on-site generation of hydrogen in Rolla. The National University Transportation Center (NUTC) matching funds were used to offset the cost of two hydrogen-fueled Ford E-450 shuttle buses. KW - Demonstration projects KW - Hydrogen fueled vehicles KW - Hydrogen fueling stations KW - Hydrogen fuels KW - Missouri KW - Shuttle buses UR - http://utc.mst.edu/documents/R204_CR.pdf UR - https://trid.trb.org/view/916379 ER - TY - RPRT AN - 01155722 AU - Sun, Carlos AU - Chilukuri, Venkat AU - Ryan, Tom AU - Trueblood, Michael AU - University of Missouri, Columbia AU - HDR Engineering, Incorporated AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Evaluation of Freeway Motorist Assist Program PY - 2010/02//Final Report SP - 52p AB - This evaluation of the Motorist Assist (MA) program in St. Louis estimated that MA has an annual benefit-cost ratio (B/C) of 38.25:1 using 2009 dollars. This estimate was based on nationally accepted AASHTO methodology and was based on 1082 secondary crashes reduced per year and an average crash value of $72,350/crash. This B/C is an astonishing figure that is larger than all of the B/Cs reported in literature for other similar freeway service patrol programs. One factor that contributed to this B/C was the large secondary crash reduction ratio estimated using actual data from the years prior to and after MA was first deployed in 1993. Other factors include the low cost of operations and the high cost of secondary crashes. MA is a critical component of an overall Traffic Incident Management (TIM) strategy. Responders, such as the police, validate this perspective by commenting that MA is better equipped to handle traffic control, which allows the police to take other actions such as investigating the incident. The evaluators recommend for MA to be strengthened. KW - Benefit cost analysis KW - Freeway service patrols KW - Highway traffic control KW - Incident management KW - Motorist aid systems KW - Secondary crashes KW - Traffic incidents UR - http://library.modot.mo.gov/RDT/reports/RD09004/or10018.pdf UR - https://trid.trb.org/view/916391 ER - TY - RPRT AN - 01155717 AU - Rolufs, Angela AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Outreach Activities in Support of the Missouri S&T National UTC PY - 2010/02//Final Report SP - 8p AB - This report describes a comprehensive initiative providing outreach for the Missouri University of Science and Technology (Missouri S&T) National University Transportation Center (NUTC). The goal of this comprehensive outreach program was to provide opportunities for students and faculty members to engage with leaders in the transportation industry from: private consulting and construction firms; the Missouri Department of Transportation (MoDOT); other state departments of transportation; the Federal Highway Administration (FHWA); local government agencies; and other university-based transportation centers, while also creating technology transfer opportunities in support of the projects undertaken through the Missouri S&T NUTC. KW - Businesses KW - Consultants KW - Educational services KW - Local government agencies KW - Missouri Department of Transportation KW - Missouri University of Science and Technology KW - Outreach KW - State departments of transportation KW - Technology transfer KW - Transportation KW - U.S. Federal Highway Administration KW - University Transportation Centers Program UR - http://utc.mst.edu/documents/ETT224_CR.pdf UR - https://trid.trb.org/view/916395 ER - TY - RPRT AN - 01155716 AU - Yan, Dongming AU - Chen, Genda AU - Galati, Nestore AU - Sedigh, Sahra AU - Missouri University of Science and Technology, Rolla AU - Research and Innovative Technology Administration TI - Design, Construction and Load Testing of the Bridge on Arnault Branch, Washington County, Missouri Using Innovative Technologies PY - 2010/02//Final Report SP - 54p AB - The superstructure and instrumentation designs of a three-span bridge are presented in this report. The three spans include a precast box-girder bridge, a precast deck on steel girder and a precast deck on concrete girder. They were designed to compare the performance of various bridge decks reinforced with fiber reinforced polymers (FRP) through field instrumentations. A wireless monitoring system was designed to facilitate the collection of field data after the completion of bridge construction. The collected data will allow the study of FRP bars and stay-in-place FRP grid systems. KW - Bridge decks KW - Bridge design KW - Bridge superstructures KW - Data collection KW - Fiber reinforced polymers KW - Instrumentation KW - Precast concrete KW - Technological innovations KW - Washington County (Missouri) KW - Wireless sensors UR - http://utc.mst.edu/documents/R193_CR.pdf UR - https://trid.trb.org/view/916378 ER - TY - RPRT AN - 01155714 AU - Anderson, Neil L AU - Torgashov, Evgeniy V AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Investigation of Subsidence Along Segment of Missouri Route 65, Springfield, Missouri PY - 2010/02//Final Report SP - 15p AB - Electrical Resistivity Tomography (ERT) data were acquired on the ground surface across an underground limestone mine access tunnel in an effort to characterize the roof rock. This investigation was conducted because simultaneous localized failure occurred on the ceiling of the access tunnel and elsewhere in the mine along a previously unknown northwest trending lineament. The interpretation of the ERT data indicates the limestone roof rock above the tunnel is dissected by several prominent clay-bearing near-vertical solution-widened fractures (joints or faults) that are not visually exposed on the ceiling of the tunnel. Roof rock failure in the mine access tunnel occurred at the intersection of projected northwest trending lineament and one of the more prominent solution-widened fractures identified on the ERT data. KW - Electrical resistance tomography KW - Failure KW - Faults KW - Fracture mechanics KW - Limestone KW - Mines KW - Rock jointing KW - Springfield (Missouri) KW - State highways KW - Subsidence (Geology) KW - Tomography KW - Tunnels UR - http://utc.mst.edu/documents/R221_CR.pdf UR - https://trid.trb.org/view/916389 ER - TY - RPRT AN - 01155118 AU - Guo, Jessica Y AU - Gandavarapu, Sasanka AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Data Integration and Partnership for Statewide Transportation Planning PY - 2010/02//Final Report SP - 91p AB - The goal of this study was to investigate the data availability, accessibility, and interoperability issues arisen from the statewide transportation planning activities undertaken at the Wisconsin Department of Transportation (WisDOT) and to identify possible approaches for addressing these issues. A survey and a series of interviews were conducted with data users (planners) to identify current data use practices and the issues encountered when dealing with WisDOT-owned and non-WisDOT-owned datasets. Interviews were also conducted with data custodians and IT support staff to obtain information regarding the collection, maintenance and updating of frequently used planning data. The interview process confirmed some of the survey findings but also revealed differing views and data users’ misconceptions of the availability and quality of planning data. The information collected about existing datasets was used to develop a catalog of planning data (with a focus on nonhighway data) and a series of data flow diagrams to help documenting and informing data users of existing datasets. Based on the findings through the various stages of this project, five recommendations were generated to help WisDOT in addressing the data challenges and opportunities relating to transportation planning: (1) information dissemination, (2) centralized data platform, (3) designated data coordinator, (4) data access tool for long range planning, and (5) data standardization. Information dissemination and centralized data platform are the low-hanging fruit that would address several data challenges with a relatively short timeframe. The remaining three recommendations require more financial and time investment and also stronger agency commitment to changing the current business practices. However, they are expected to yield high benefits in the long term. KW - Data access KW - Data collection KW - Data files KW - Data integration KW - Data quality KW - Data sharing KW - Information dissemination KW - Interoperability KW - Interviewing KW - Long range planning KW - Recommendations KW - Standardization KW - Surveys KW - Transportation planning KW - Updating (Databases) KW - Wisconsin UR - https://trid.trb.org/view/916097 ER - TY - RPRT AN - 01155084 AU - Federal Highway Administration TI - Roundabouts PY - 2010/02//Technical Summary SP - 32p AB - Modern roundabouts are a type of intersection characterized by a generally circular shape, yield control on entry, and geometric features that create a low-speed environment. Modern roundabouts have been demonstrated to provide a number of safety, operational, and other benefits when compared to other types of intersections. On projects that construct new or improved intersections, the modern roundabout should be examined as an alternative. This technical summary explores the characteristics of modern roundabouts while reinforcing the need to apply a principles-based approach to design. It provides readers with an overview of the key considerations for planning, analysis, and design of single-lane and multilane roundabouts. KW - Highway design KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Roundabouts UR - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/ UR - http://safety.fhwa.dot.gov/intersection/roundabouts/fhwasa10006/fhwasa10006.pdf UR - https://trid.trb.org/view/916071 ER - TY - RPRT AN - 01155047 AU - Fischer, Edward L AU - Rousseau, Gabe K AU - Turner, Shawn M AU - Blais, Ernest J AU - Engelhart, Cindy L AU - Henderson, David R AU - Kaplan, Jonathan A AU - Keller, Vivian M AU - Mackay, James D AU - Tobias, Priscilla A AU - Wigle, Diane E AU - Zegeer, Charles V AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Pedestrian and Bicyclist Safety and Mobility in Europe PY - 2010/02 SP - 80p AB - Pedestrian and bicyclist deaths accounted for 14 percent of U.S. highway fatalities in 2008. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of five European countries to identify and assess effective approaches to improve pedestrian and bicyclist safety and mobility. The scan team gathered information on strategies and approaches in the areas of engineering, education, enforcement, encouragement, and evaluation. The team learned that many of the countries studied have established an urban street user hierarchy that gives the highest priority to walking, biking, and public transit. Team recommendations for U.S. implementation include encouraging transportation policy that gives walking, biking, and other nonmotorized modes the highest priority in the road user hierarchy. The team also recommends evaluating innovative strategies and designs to improve pedestrian and bicyclist safety for possible U.S. use, institutionalizing traffic safety education that starts at an early age, and developing programs that encourage regular walking and biking. KW - Bicycle safety KW - Bicycling KW - Cyclists KW - Europe KW - Mobility KW - Pedestrian safety KW - Strategic planning KW - Study tours KW - Traffic safety education KW - Transportation policy KW - Walking UR - http://permanent.access.gpo.gov/gpo3988/pl10010.pdf UR - https://trid.trb.org/view/916074 ER - TY - RPRT AN - 01154957 AU - Schroeder, Jeremy L AU - Demetsky, Michael J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Driver Reactions for Effective Use of Dynamic Message Signs in Richmond, Virginia PY - 2010/02//Final Report SP - 33p AB - Dynamic message signs (DMS) are used in conjunction with other media to communicate traffic conditions, general information, and recommended diversion strategies to motorists. Previous studies using loop detector data to estimate diversion rates attributable to advisory messages on DMS have found that diversion is minimal when vague messages are displayed or a distant alternate route is the only option. For motorists traveling on I-95 through Richmond in the Virginia Department of Transportation’s Central Region, however, when DMS alert motorists of incidents, I-295 serves as a comparable alternate route, adding no significant travel time to through trips. This scenario provides the opportunity to evaluate the effectiveness of DMS in traffic diversion without the major concerns of added trip time and the quality of the route. This study investigated the impacts of existing message strategies to determine messages that maximize diversion for specific circumstances and to develop new messages for future deployment. An analysis was done for various message types and split into two diversion scenarios: (1) an incident on the primary freeway, I-95, encourages diversion of I-95 traffic to an alternate route, I-295; and (2) an incident on an intersecting freeway, I-295, encourages exiting I-295 traffic to remain on I-95 as an alternate route. The results showed trends where the use of particular words in messages is more effective than the use of others in achieving diversion when percentage of diverted traffic was used as the performance measure. The effects on traffic flow by drivers’ reactions to non-traffic messages were also investigated. Transportation agencies are frequently asked to post public service announcements on DMS when they are not being used for traffic-related purposes. It has been suggested that these messages are a distraction to drivers and result in queuing, creating mobility and safety hazards. An analysis that used speed as the performance measure showed minimal impacts on traffic flow from the display of non-traffic messages during weekday non-peak hours. The study recommends that (1) travel time estimates for both the primary and alternate routes or the length or time of the delay be provided on DMS; (2) specific wording, as noted in the text, be used to induce diversion or simply to provide information; (3) messages be displayed in “title case” instead of “ALL CAPS” (i.e., all letters in a word are capitalized) for lowfrequency messages; and (4) left-justified or “staircase” messages be used. Further, non-traffic messages should be one-phase messages and should be displayed only during non-peak periods to minimize the potential for queuing. If the recommendations of this research are implemented, the enhanced effectiveness of diversion strategies will result in reductions of delay, fuel consumption, and emissions, as well as the potential for secondary accidents created by major incidents and other traffic flow disruptions. In 2007, the cost of delay for motorists in Richmond, Virginia, resulting from incidents was estimated at $119 million. A modest 1 percent reduction in this cost attributable to better diversion strategies that use DMS more effectively would result in an annual cost savings to VDOT of more than $1 million. KW - Costs KW - Display format KW - Impact studies KW - Messages (Communications) KW - Performance measurement KW - Richmond (Virginia) KW - Traffic delays KW - Traffic diversion KW - Traffic flow KW - Variable message signs UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r16.pdf UR - http://ntl.bts.gov/lib/37000/37700/37786/10-r16.pdf UR - https://trid.trb.org/view/916015 ER - TY - RPRT AN - 01154956 AU - Diefenderfer, Stacey D AU - Hearon, Amy J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Performance of Virginia's Warm-Mix Asphalt Trial Sections PY - 2010/02//Final Report SP - 46p AB - Three trial sections using two warm-mix asphalt (WMA) technologies were constructed in various locations in Virginia in 2006, and experiences with these trial sections were used in the development of the Virginia Department of Transportation’s (VDOT's) special provision to allow the use of WMA. WMA for two of the sections was produced using Sasobit, an organic additive (developed by Sasol Wax), and WMA for the third section was produced using Evotherm ET (developed by MeadWestvaco Asphalt Innovations) as the modification method. The sections were evaluated over a 2-year period to assess the initial performance of the WMA and compare it with that of hot-mix asphalt (HMA) control sections constructed at the same time. Coring and visual inspections were performed during the initial construction and at intervals of 3 months, 6 months, 1 year, and 2 years. The cores were tested to determine air-void contents and permeability prior to undergoing extraction and recovery of the asphalt binder for performance grading. In addition, for the two Sasobit trial sites, historic data, core data, and ground-penetrating radar scans were collected and compared to provide documentation of the pavement structure for future analysis. Visual surveys indicated no significant distresses in either the WMA or HMA sections during the first 2 years in service. Evaluations of the core air-void contents indicated that generally the contents for the WMA and HMA were not significantly different in each trial. The air-void contents at different ages were significantly different in a few instances; however, no trends concerning air voids were observed. Permeability measurements did not indicate any trends concerning permeability over time. Performance grading of the recovered binder suggested that the WMA produced using Sasobit aged at a slightly reduced rate than the HMA, as indicated by decreased stiffening. No difference in performance grade was measured between the HMA and WMA produced using the Evotherm emulsion. Comparisons of historical data, core data, and ground-penetrating radar scans illustrated that each may indicate a slightly different pavement structure. From the results of this 2-year investigation, in general, WMA and HMA should be expected to perform equally. Any instances of improved performance of WMA (as compared to HMA) will depend on the WMA technology employed. Some WMA technologies may contribute to reduced in-service binder aging, depending on production temperatures and the nature of the technology. Further evaluation of WMA technologies developed since the inception of this work is recommended to determine their potential for leading to improved performance. During the period from February through October 2009, VDOT let maintenance contracts using HMA surface mixtures valued at approximately $101 million. If, conservatively, one-tenth of these mixtures were replaced with WMA produced using technologies having beneficial aging characteristics and the apparent trend of a 1-year reduction in the rate of aging continued, resulting in a 1-year deferment of repaving, VDOT could realize a one-time cost savings of approximately $1.15 million. KW - Air voids KW - Cores (Specimens) KW - Cost effectiveness KW - Evotherm KW - Ground penetrating radar KW - Inspection KW - Performance grade KW - Permeability KW - Sasobit KW - Test sections KW - Virginia KW - Warm mix paving mixtures UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r17.pdf UR - http://ntl.bts.gov/lib/37000/37700/37788/10-r17.pdf UR - https://trid.trb.org/view/916020 ER - TY - RPRT AN - 01154955 AU - Ozyildirim, Celik AU - Zegetosky, Caroline AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Laboratory Investigation of Nanomaterials to Improve the Permeability and Strength of Concrete PY - 2010/02//Final Report SP - 21p AB - Concretes containing various supplementary cementitious materials (SCMs) such as silica fume, fly ash, and slag have improved properties. Nanomaterials (a nanometer, nm, is 10 to the -9 power m), new SCMs with possible applications in concrete, have the smallest particle size that is less than 100 nm. Nanomaterials are very reactive because of the particles’ small size and large surface area and have great potential in improving concrete properties such as compressive strength and permeability. This study evaluated the use of a variety of nanomaterials in concrete compared with conventional concrete and concrete containing common SCMs. The potential benefits of using nanomaterials over other SCMs are their high reactivity; the need for smaller amounts, resulting in less cement replacement; and cost-effectiveness. Concretes containing nanosilica and nanoclay were prepared in the laboratory and compared to concretes containing silica fume, fly ash, slag, or only portland cement. Specimens were tested for compressive strength and permeability. The microstructure of selected concretes with improved compressive strength and permeability were analyzed using an atomic force microscope and nanoindenter to determine the reason for the improvements. The microstructure of the nanosilica concrete was denser and more uniform than that of the conventional concrete microstructure. In addition, the nanosilica had the largest improvement in both compressive strength and permeability among the nanomaterials tested. The results of this study indicate that some of the nanomaterials tested have potential in concrete applications. However, further evaluation is required before nanomaterials can be used in concrete. Specifically, they should be evaluated for improved dispersion to achieve uniformity, optimized amounts of ingredients, and cost-effectiveness. KW - Compressive strength KW - Concrete KW - Cost effectiveness KW - Fly ash KW - Laboratory tests KW - Microstructure KW - Nanostructured materials KW - Permeability KW - Silica fume KW - Slag UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r18.pdf UR - http://ntl.bts.gov/lib/37000/37700/37787/10-r18.pdf UR - https://trid.trb.org/view/916024 ER - TY - RPRT AN - 01154735 AU - Bennert, Thomas A AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Flexible Overlays for Rigid Pavements PY - 2010/02//Final Report SP - 159p AB - Approximately 45% of the New Jersey Department of Transportation’s (NJDOT's) roadways are composite [hot mix asphalt (HMA) overlying portland cement concrete (PCC)]. HMA is used as the overlying material because of its inexpensive nature when compared to most PCC rehabilitation/reconstruction alternatives. In addition to being economical, HMA also allows faster repairs resulting in shorter construction duration and lower “User” delay costs. However, due to the majority of the PCC pavements being in average to poor condition, many HMA overlays are exposed to extreme movements (both vertical and horizontal). The combination of associated load and environmentally induced movements creates complex stresses and strains in the vicinity of expansion joints and cracks in the PCC, thus dramatically reducing the life of the HMA overlay, typically in the form of reflective cracking. It should be noted that there currently does not exist an AASHTO accepted pavement design method for the pavement design of composite pavements. A research project was undertaken to evaluate how the NJDOT can optimize the use of HMA overlays when rehabilitating PCC/composite pavements. Field test sections were evaluated and instrumented to measure the PCC joint movements and pavement specific traffic conditions. Asphalt mixtures placed on the test sections were sampled and evaluated under laboratory tests that model field movements and conditions. The collected field and laboratory data, as well as collected Literature Review information and National Survey information, provided valuable information used to develop an asphalt mixture design and selection procedure for the NJDOT. The procedure was able to predict the early (only 2 years of service life was available for comparison) reflective cracking, as determined by the percent of PCC joints cracked, to within 9% of the measured values. KW - Bituminous overlays KW - Composite pavements KW - Concrete pavements KW - Cost effectiveness KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - New Jersey KW - Reflection cracking KW - Rehabilitation (Maintenance) KW - Rigid pavements KW - Strain (Mechanics) KW - Stresses KW - Test sections UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-014.pdf UR - https://trid.trb.org/view/915906 ER - TY - RPRT AN - 01154730 AU - Ozbay, Kaan AU - Bartin, Bekir AU - Yang, Hong AU - Walla, Ranjit AU - Williams, Robert AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Automatic Pedestrian Counter PY - 2010/02//Final Report SP - 113p AB - Emerging sensor technologies accelerated the shift toward automatic pedestrian counting methods to acquire reliable long-term data for transportation design, planning, and safety studies. Although a number of commercial pedestrian sensors are available, their accuracy under different pedestrian traffic flow conditions is still questionable. Moreover, it is difficult to assess the suitability of different sensors for different locations. Some sensors claimed to be more accurate are substantially more expensive. Ease of deployment, power requirements, and long-term deployment issues all play an important role in the selection of sensors. This study attempts to shed light on the understanding of field performance of two commercially available automatic pedestrian sensors by performing rigorous comparisons—namely, a passive infrared counter by EcoCounter and a thermal sensor by TrafSys. A major innovation of this study was to simultaneously deploy the two relatively different sensor technologies—thermal and infrared sensors—under the same experimental conditions to compare their performances. To achieve this in a statistically robust manner, pairwise tests were conducted at trails and intersections with different pedestrian flow levels and characteristics. Statistically significant differences in terms of accuracy were found. The thermal sensor was found to produce less error than EcoCounter, which significantly undercounted pedestrians at intersections. This result was expected since EcoCounter is recommended for trail settings. The results also demonstrated the variability of both sensors given different deployment conditions. A calibration procedure for the EcoCounter data was also presented. KW - Automated pedestrian counts KW - Field tests KW - Infrared detectors KW - Intersections KW - Pedestrian counts KW - Sensors KW - Technological innovations KW - Thermal sensors (Pedestrians) KW - Trails UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-001.pdf UR - https://trid.trb.org/view/915911 ER - TY - RPRT AN - 01154223 AU - Hard, Edwin N AU - Bochner, Brian S AU - Li, Yingfeng AU - Qi, Yi AU - Damnjanovic, Ivan D AU - Frawley, William E AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Preserving the Functionality/Asset Value of the State Highway System: Technical Report PY - 2010/02//Technical Report SP - 226p AB - Maintaining, preserving, and enhancing the functionality of state and local roadways of our transportation system is important because it maintains capacity and efficiency, reduces potential for congestion, maintains safety, reduces the need for further (or unplanned) improvements, and protects the value of our investments in both transportation infrastructure and adjacent land development. It is important that functionality be considered and in all stages of a highway’s lifecycle. This report provides guidance on how to protect, preserve, and enhance highway functionality within the areas of planning and land development, operations and capacity, right of way, infrastructure and maintenance, and safety. Each of the five areas plays a part in establishing how well or poorly a highway may function and in meeting or preserving its intended function. The project includes case studies of the IH 10 Katy Freeway in Houston, SH 289 in Frisco and Plano, and SH 105 between the cities of Conroe and Montgomery, Texas. These case studies show how functionality changes over time and identifies opportunities to preserve or restore functionality. The report provides recommendations for how the Texas Department of Transportation, metropolitan planning organizations, local jurisdictions, and other transportation stakeholders and agencies can protect, preserve, and enhance the functionality of the state highway system in Texas. KW - Asset management KW - Case studies KW - Functional classification KW - Functionality KW - Highway capacity KW - Highway corridor preservation KW - Highway maintenance KW - Highway operations KW - Highway planning KW - Highway safety KW - Infrastructure KW - Real estate development KW - Right of way (Land) KW - State highways KW - Texas UR - http://tti.tamu.edu/documents/0-6208-1.pdf UR - https://trid.trb.org/view/915843 ER - TY - RPRT AN - 01154213 AU - Bonneson, James A AU - Pratt, Michael P AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Revised Text for TxDOT Manual: Procedures for Establishing Speed Zones, Chapter 5, Section 2 PY - 2010/02 SP - 24p AB - This report presents revised text for Chapter 5, Section 2 of the Texas Department of Transportation manual "Procedures for Establishing Speed Zones." Chapter 5 is entitled "Application of Advisory Speeds"; Section 2 refers to curves and turns. KW - Advisory speeds KW - Highway curves KW - Manuals KW - Revisions KW - Speed zones KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/5-5439-01-P2.pdf UR - https://trid.trb.org/view/915803 ER - TY - RPRT AN - 01154211 AU - Fitzpatrick, Kay AU - Chrysler, Susan AU - Park, Eun Sug AU - Nelson, Alicia A AU - Robertson, James AU - Iragavarapu, Vichika AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Workload at Higher Speeds PY - 2010/02//Technical Report SP - 214p AB - The goal of this Texas Department of Transportation project was to gain a better understanding of driver performance at high speeds. Specific efforts included the following studies: (1) The Closed-Course Pilot Study consisted of observing and recording the activities and actions of a series of drivers following a lead vehicle going either 60 or 85 mph. (2) The Open-Road Pilot Study recorded participants driving between Odessa and Pecos, Texas, within 70- and 80-mph sections. (3) The Simulator Pilot Study determined driver reactions to a looming vehicle (both passenger car and large truck) and also generated directions for how to conduct the Phase II simulator study. (4) The Simulator Phase II Study collected brake reaction to a vehicle looming in the driver’s view for 50 participants. Conditions varied included initial speed, lead vehicle type, lead vehicle deceleration rate, and workload level. (5) The Following Distance Study used data from traffic counters to identify speed and axle gap data on freeways with 60-, 70-, and 80-mph posted speed limits. (6) The Gaps at Passing Study measured gaps during passing maneuvers for daylight conditions on freeway sections. When responding to a vehicle slowing in their lane, drivers in the Simulator Phase II Study at the 85-mph speed had a reaction time that was statistically longer than that of drivers at the 60-mph speed. In the simulator, on-road, and test track studies where researchers directly measured driver performance, performance declined when a driver was multitasking at the higher speed. The traffic counter data showed that axle clearance distance was larger for the 80-mph freeway sites as compared to the 60- and 70-mph speed limit sites, both statistically and practically. The Gaps at Passing Study found a different result; drivers used similar passing gap distances on both 70- and 80-mph sections. KW - Drivers KW - Driving simulators KW - Following distance KW - Freeways KW - Gap distance (Traffic) KW - High speed automobile travel KW - Multitasking KW - Passing KW - Pilot studies KW - Reaction time KW - Test tracks KW - Workload (Drivers) UR - http://tti.tamu.edu/documents/0-5911-1.pdf UR - https://trid.trb.org/view/915797 ER - TY - RPRT AN - 01154209 AU - Damnjanovic, Ivan AU - Waller, S Travis AU - Vajdic, Nevena AU - Suescun, David R AU - Texas Transportation Institute AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Quantifying the Effects of Network Improvement Actions on the Value of New and Existing Toll Road Projects PY - 2010/02//Technical Report SP - 110p AB - Development, delivery, and operation of public infrastructure are becoming increasingly dependent on participation of the private sector. While revenue generating projects, such as toll roads, were traditionally developed and funded from the public sources, in recent years, as the public demand for new projects have exceeded the ability of the public sector to deliver them, the private investors have started to fulfill the gap between the needed and the available infrastructure. The objective of this research was to develop a network-based method that allows an assessment of the effect of the public sector’s decisions regarding network improvements on the financial value of toll road projects. KW - Financing KW - Improvements KW - Private enterprise KW - Public private partnerships KW - Toll roads UR - http://tti.tamu.edu/documents/0-5881-1.pdf UR - https://trid.trb.org/view/915796 ER - TY - RPRT AN - 01154206 AU - Zhou, Fujie AU - Das, Gautam AU - Scullion, Tom AU - Hu, Sheng AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - RAP Stockpile Management and Processing in Texas: State of the Practice and Proposed Guidelines PY - 2010/02//Technical Report SP - 44p AB - In addition to conserving energy and protecting the environment, the use of reclaimed asphalt pavement (RAP) can significantly reduce the increasing cost of asphalt mixes. However, one of the key problems with RAP mixes is its variability, which is the main reason why many states including Texas Department of Transportation (TxDOT) limit the use of RAP. In most circumstances, RAP variability is closely related to RAP stockpiles management and RAP processing. This report first documents the state of the practice of RAP stockpile management and RAP processing in Texas. In contrast to the RAP stockpiles owned by TxDOT, most contractors currently combine materials from different RAP sources and sometimes waste into a single pile and then process it into a usable material by crushing and/or fractionation. During the first year of this study it was found that the contractors visited are doing a good job of managing the processed RAP stockpiles. To quantify the RAP variability, samples were collected from several stockpiles and evaluated using asphalt ignition oven test. The results showed that both TxDOT’s and contractors’ RAP materials, in terms of aggregate gradation and asphalt content, are consistent and slightly better than those reported at the national level. However, one concern raised during the visits is with mixing multiple-source RAP stockpiles before crushing or fractionation. RAP stockpiles are often processed or dug from a single angle or sequentially and then directly fed into a crushing or fractionating machine. If there is no further blending after crushing or fractionation, the processed RAP may still be multiple-source. In this report guidelines are proposed to address this and other issues related to stockpiles management and RAP processing. The key points are to 1) eliminate contamination of RAP stockpiles, 2) keep RAP stockpiles separate as possible, 3) blend thoroughly before processing or fractionating the multiple-source RAP stockpiles, 4) avoid over-processing (avoid generating too much fines passing # 200 sieve size), 5) use good practices when storing the processed RAP (such as using paved, sloped storage area), and 6) characterize and number the processed RAP stockpiles. To better control the RAP variability, both good stockpile management practices and RAP processing techniques described in this report should be followed. KW - Aggregate gradation KW - Asphalt content KW - Blending KW - Contamination KW - Contractors KW - Fines (Materials) KW - Management KW - Processing (Materials) KW - Recycled asphalt pavements KW - Recycled materials KW - State of the practice KW - Stockpiling KW - Texas UR - http://tti.tamu.edu/documents/0-6092-1.pdf UR - https://trid.trb.org/view/915806 ER - TY - RPRT AN - 01154204 AU - Pratt, Michael P AU - Bonneson, James A AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Safety Performance Monitoring Procedures PY - 2010/02//Technical Report SP - 48p AB - Highway safety is an ongoing concern to the Texas Department of Transportation (TxDOT). As part of its proactive commitment to improving highway safety, TxDOT is moving toward including quantitative safety analyses earlier in the project development process. The objectives of this research project are: (1) the development of safety design guidelines and evaluation tools to be used by TxDOT designers, and (2) the production of a plan for the incorporation of these guidelines and tools in the planning and design stages of the project development process. This document summarizes the research that was conducted and the products that were developed during this six-year research project. It also describes a plan to incorporate safety design guidelines and evaluation tools into the project development process. It is intended for use by engineers responsible for the planning and design of streets and highways. KW - Guidelines KW - Highway design KW - Highway safety KW - Monitoring KW - Planning and design KW - Project development process UR - http://tti.tamu.edu/documents/0-4703-7.pdf UR - https://trid.trb.org/view/915781 ER - TY - RPRT AN - 01154198 AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Technical Bulletin on Design and Construction of Crack Attenuating Mixes (CAM) PY - 2010/02//Technical Bulletin SP - 20p AB - The crack attenuating mix (CAM) is proposed as a thin, long-lasting, cost effective surface mix for pavement maintenance and preservation. Developed under Texas Department of Transportation (TxDOT) research study 0-5598, this very fine mix is designed to pass both the current Hamburg wheel test (HWTT) to ensure moisture susceptibility and good rut resistance and strict overlay tester (OT) requirements to ensure good crack resistance. It is typically placed as a 1-inch thick mat. This mix has been evaluated in several districts around Texas, and the performance to date has been very good. A new statewide specification is under preparation and will be available in 2009. This comprehensive specification includes all aspects of material selection, mix design, and construction. The design of the mix relies on the traditional volumetric approach. In this report a new mix design procedure is proposed that builds on the fact that in the CAM design the aggregates and asphalt are paid for separately. The proposed procedure attempts to define a window of asphalt contents where both cracking and rutting requirements are satisfied. The optimal asphalt content (OAC) is defined as the middle of the acceptable range. The volumetrics are then checked after the performance tests are satisfied. This procedure has several advantages. It will rapidly identify aggregate/asphalt combinations that will not work so that costly re-runs of the volumetric designs will be avoided. This new procedure can save money by identifying a window of asphalt content that will provide satisfactory performance. KW - Asphalt content KW - Bituminous overlays KW - Cost effectiveness KW - Cracking of asphalt concrete pavements KW - Mix design KW - Performance tests KW - Rutting KW - Volumetric analysis UR - http://tti.tamu.edu/documents/0-5598-P1.pdf UR - https://trid.trb.org/view/915787 ER - TY - RPRT AN - 01154172 AU - Tia, Mang AU - Ferraro, Christopher AU - Lawrence, Adrian AU - Smith, Samuel AU - Ochiai, Fiji AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Development of Design Parameters for Mass Concrete Using Finite Element Analysis PY - 2010/02//Final Report SP - 194p AB - A finite element model for analysis of mass concrete was developed in this study. To validate the developed model, large concrete blocks made with four different mixes of concrete, typical of use in mass concrete applications in Florida, were made and monitored for their temperature and strain developments, and compared with the computed temperature and stress distributions from the finite element model. A parametric analysis was also conducted to determine the effects of various factors on the temperature distribution, induced stresses and the cracking risk. Investigation was also made on testing methods to measure the thermal and mechanical properties of mass concrete needed as input parameters for the finite element model. The findings from this study are as follows: (1) Results from the isothermal calorimetry test should be used for input for the heat generation function in the finite element modeling of concrete hydration; (2) Reliance on a limiting maximum temperature differential to control cracking in massive concrete applications should be supplemented with a suitable analysis to show that expected stresses will not exceed the strength of the concrete; (3) Adequate insulation should be used in conjunction with the usual formwork material to reduce the temperature differentials during the early age hydration of massive concrete; (4) A safety factor should be applied to the tensile strength values for concrete to guard against the initiation of micro-cracks; and (5) The current restrictions on maximum temperature imposed by state regulating bodies should take into consideration the type of cementitious materials that will be used in the concrete mix. KW - Bridge foundations KW - Cracking KW - Deformation curve KW - Design KW - Finite element method KW - Florida KW - Formwork KW - Heat insulating materials KW - Hydration KW - Mass concrete KW - Mathematical models KW - Microcracking KW - Stresses KW - Temperature KW - Tensile strength UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT_BD545-60_rpt.pdf UR - https://trid.trb.org/view/915705 ER - TY - RPRT AN - 01154168 AU - Sen, Rajan AU - Stroh, Steven AU - Golabek, Dennis AU - Pai, Niranjan AU - Patel, Purvik AU - University of South Florida, Tampa AU - URS Corporation AU - Florida Department of Transportation AU - Department of Transportation TI - Design and Evaluation of Steel Bridges with Double Composite Action PY - 2010/02//Final Report SP - 497p AB - This report presents findings from a cooperative research study undertaken to develop design rules for double composite steel bridges. In the study, a 48 ft long, 16 ft wide, 4 ft. 10⅛ in. deep trapezoidal HPS 70W box section designed to AASHTO’s LRFD 2004 specifications was fabricated and tested. The section has an 8 in. thick top slab and a 7 in. thick bottom slab and represented the entire negative moment region of a full-size, continuous bridge. The specimen was tested to evaluate fatigue, service and ultimate provisions of the AASHTO code. Instrumentation was provided to monitor load, strain, slip deflection and crack widths at critical locations. Results showed that after 5.6 million cycles of fatigue loading there was a 17% loss in stiffness but no slip. The service tests showed that 1% reinforcement for the top slab is adequate. The specimen failed due to crushing of the bottom slab caused by buckling of the thin (3/8 in.) bottom flange in the final service test. Finite element analysis was used to simulate the failure and showed that the bottom flange buckles at relatively low loads, but due to composite action with concrete at shear stud locations, it can still effectively carry additional compressive load until the bottom flange yields due to plastic buckling. Subsequently the concrete bottom slab carries all additional load until it crushes. Supplementary provisions are proposed for designing double composite members. These limit the maximum compressive stress in the bottom slab to 0.6f'c and set a requirement for the location of the neutral axis to ensure ductility. Due to the strain limit on the concrete bottom slab, it may not be possible to achieve net section plastic capacity. An illustrative numerical application of these rules is included as a MATHCAD file. KW - AASHTO LRFD Bridge Design Specifications KW - Box sections KW - Bridge design KW - Buckling KW - Composite action KW - Compressive strength KW - Ductility KW - Failure KW - Fatigue (Mechanics) KW - Finite element method KW - Flanges KW - Laboratory tests KW - Steel bridges KW - Stiffness UR - http://www.fdot.gov/research/Completed_Proj/Summary_STR/FDOT_BD544-18_rpt.pdf UR - https://trid.trb.org/view/915700 ER - TY - RPRT AN - 01153607 AU - Goetz, Edward G AU - Ko, Kate AU - Hagar, Aaron AU - Ton, Hoang AU - Matson, Jeff AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - Minnesota Department of Transportation AU - Federal Transit Administration TI - The Hiawatha Line: Impacts on Land Use and Residential Housing Value PY - 2010/02//Final Report SP - 119p AB - This report presents the results of an examination of the economic and land-use impacts of the Hiawatha Light Rail Line. Specifically, the report contains findings on the impact of the line on residential property values, housing investment, and land-use patterns. Property value impacts were determined through the creation of a hedonic pricing model for single-family and multi-family residential properties within a one-half mile radius of the Hiawatha Line stations. Price trends within station areas were examined both prior to and after completion of the Hiawatha Line in 2004 and in comparison to a control area of southeast Minneapolis. Housing investment trends were investigated through an examination of building permit data, also broken down into pre- and post-construction periods. Land use patterns were examined through analysis of the Metropolitan Council’s seven-county land use data base. The findings indicate that construction of the Hiawatha Line has had a positive effect on property values within station areas. The effect is limited to the west side of the line; on the east side a four-lane highway and a strip of industrial land uses intervenes and eliminates any positive impact of the line. Results also show a high level of residential investment (as measured by dollar value of the investment) within station areas compared to the control area. No changes in land use patterns were detected since completion of the light rail line. This study demonstrates that completion of the Hiawatha Line has generated value and investment activity in the Minneapolis housing market. KW - Economic impacts KW - Guideways KW - Hedonic price models KW - Hiawatha Light Rail Line KW - Land use KW - Property values KW - Residential development UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1290 UR - https://trid.trb.org/view/914975 ER - TY - RPRT AN - 01153475 AU - Blower, Daniel AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2008 Kansas Crash Data Reported to the MCMIS Crash File PY - 2010/02 SP - 39p AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the State of Kansas. MCMIS Crash File records were matched to the Kansas crash file to determine the nature and extent of underreporting. It was necessary to focus just on crashes involving a fatality, A-injury or B-injury, or in which a vehicle was towed due to disabling damage, because of problems identifying MCMIS reportable crashes in the Kansas crash file. It is estimated that Kansas reported 65.9 percent to 75.3 of reportable crash involvements in 2008. Reporting rates were found to be related to crash severity, the configuration of the vehicle, and the type of enforcement agency that covered the crash. Over 82.5 percent of fatal crash involvements were reported, 70.9 percent of A- or B-injury involvements, and 63.1 percent of towed/disabled involvements. Trucks and buses as a whole were reported at about the same rates, but transit buses were largely overlooked. Missing data rates are low for most variables. Corresponding data elements in the MCMIS and Kansas crash files were reasonably consistent, though specific problems were noted with hazmat variables and the truck and trailer configuration. KW - Buses KW - Crash data KW - Crash reports KW - Highway safety KW - Kansas KW - Motor Carrier Management Information System Crash File KW - Traffic crashes KW - Trucks KW - Underreporting UR - http://hdl.handle.net/2027.42/65062 UR - https://trid.trb.org/view/914441 ER - TY - RPRT AN - 01153253 AU - Gattis, J L AU - Duncan, L K AU - Tooley, M S AU - Brewer, A S AU - Le, M Q AU - Muthu, P AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Roadway Median Treatments – Phase 1 and Phase 2 PY - 2010/02//Final Report SP - 82p AB - This research project examined relationships among crash rates, cross section design elements, and other operational attributes of multilane urban and suburban roadways in Arkansas. Crash rates for four cross section categories (roadways with no median, roadways with occasional left-turn lanes, roadways with continuous two-way left turn-lanes, and roadways with raised or depressed medians) were compared. Freeways were not considered. Crash histories were examined for cross section types, speed limits, volumes, widths of through lanes, presence of curb or shoulder, outer shoulder widths, median widths, and the densities of various types of access. Some variables were correlated, and it was suspected that such correlations can skew crash prediction models. Generally, the raised or depressed median group had slightly lower crash rates. The findings can help planners and designers when selecting the median type and cross section design for multilane roadways in rural areas that face future urban development, and in urban areas. KW - Arkansas KW - Crash rates KW - Depressed medians KW - Highway design KW - Lane width KW - Median treatments KW - Median width KW - Medians KW - Multilane highways KW - Raised medians KW - Speed limits KW - Traffic volume UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202055%20(Phase%20I)%20and%20MBTC%202067%20(Phase%20II).pdf UR - http://ntl.bts.gov/lib/32000/32500/32534/MBTC_DOT_2055-2067.pdf UR - https://trid.trb.org/view/914830 ER - TY - RPRT AN - 01153249 AU - Popp, Michael AU - Babcock, Robert AU - Vickery, Gina AU - Clausen, Ed AU - Mack-Blackwell Transportation Center AU - Research and Innovative Technology Administration TI - Economic Issues Related to Continuous Supercritical Biodiesel Production PY - 2010/02//Final Report SP - 21p AB - Biodiesel is non-petroleum based alternative diesel fuel that consists of alkyl esters derived from renewable feedstocks such as plant oils or animal fats. These feedstocks commonly contain both triglycerides and free fatty acids, which can undergo transesterification or esterification reactions (respectively) to produce the alkyl esters that make up biodiesel. Currently, most of the global biodiesel is produced from refined vegetable oils that contain primarily triglycerides with limited free fatty acids. These refined oils, such as soybean and rapeseed oil, are becoming increasingly expensive, and generally account for as much as 80% of the total operating cost in biodiesel production. In general, without government subsidies, biodiesel production in not currently cost-competitive with petro-diesel. The investigators of this proposal in previous Mack-Blackwell Rural Transportation Center (MBTC) projects have studied less refined and less expensive feedstocks for use in biodiesel production in hopes of improving the economic competitiveness of biodiesel. Biodiesel holds many advantages over conventional petroleum diesel. Biodiesel is renewable, biodegradable, and locally produced while offering a low toxicity, high cetane index, and is a carbon-neutral fuel source. Some other advantages include superior lubricant and solvent properties, lower emissions of harmful chemicals, and the ease of storage, transportation, and adaptation into current equipment and infrastructure. Not only does this support a more sustainable energy infrastructure, it also lessens the need for foreign imports of oil while creating labor and market opportunities for domestic crops. A wide range of feedstocks can be used in the production of biodiesel including, but not limited to virgin or refined tree and vegetable oils, waste fryer oil, animal fats, pond algae, and importantly a combination of these feedstocks. It is imperative to adapt any proposed production process to locally available raw materials on an intermittent basis if biodiesel is to become an attractive alternative to petroleum diesel. The transition from conventional diesel to biodiesel can be almost seamless. The diesel engine can operate on pure biodiesel. Older engine models that use rubber gaskets and seals can experience some deterioration due to the solvent properties of biodiesel. However, these seals can be replaced with more resistant materials. The logistics for distribution of diesel fuels currently in place can easily accommodate biodiesel as a fuel. Such is not the case with proposed compressed gas fuels such as natural gas and hydrogen. Many biodiesel fuel facilities currently exist in the U.S. dispensing biodiesel-blended fuel. KW - Biodiesel fuels KW - Economics KW - Exhaust gases KW - Feedstocks KW - Fuel storage KW - Infrastructure KW - Logistics KW - Physical distribution KW - Sustainable development UR - https://trid.trb.org/view/914828 ER - TY - RPRT AN - 01153169 AU - Wang, Shuying AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Post-Cyclic Behavior of Low Plasticity Silt under Full and Limited Liquefaction Using Triaxial Compression Testing PY - 2010/02//Final Report SP - 21p AB - During an earthquake, liquefaction does not happen all the time. It depends on the duration and magnitude of the earthquake and the properties (with relationship to resistance of liquefaction) of the low plasticity silt. Under low duration or magnitude of earthquake, the liquefaction does not appear in the ground. However, the properties of soil in the ground will be affected. Typically, its shear strength and stiffness will be reduced. The effect of limited cycle of dynamic loading on soil behavior is called limited liquefaction in the proposal. The post‐cyclic behavior of the low plasticity silt under different levels of limited liquefaction will be studied. Additionally, the effect of plasticity index (PI) on the post‐cyclic behavior of the silt under (full) liquefaction will also be investigated. Hopefully, a threshold value can be obtained, above or below which the reduction of shear strength and stiffness will be little and even can be ignored. The studied low plasticity silt will be from the Mississippi River Valley in the New Madrid Seismic Zone (NMSZ), which is one of the most seismically susceptible areas in the United States. All work will be conducted using laboratory testing. The work in this research project includes three parts: the post‐liquefaction behavior at the different levels of reconsolidation; the post‐cyclic behavior under no reconsolidation at the different levels of limited liquefaction; and the effect of the PI on post‐liquefaction behavior. KW - Earthquakes KW - Laboratory tests KW - Liquefaction KW - Plasticity KW - Plasticity index KW - Reconsolidation KW - Shear strength KW - Silts KW - Stiffness KW - Triaxial compression tests UR - http://utc.mst.edu/documents/R203_Wang_CR.pdf UR - https://trid.trb.org/view/914762 ER - TY - RPRT AN - 01150714 AU - United States Coast Guard AU - Saint Lawrence Seaway Development Corporation AU - Transport Canada TI - 2009 Summary of Great Lakes Seaway Ballast Water Working Group PY - 2010/02 SP - 13p AB - During 2009, 100% of vessels bound for the Great Lakes Seaway received a ballast tank examination. A total of 5450 ballast tanks, on 295 vessels, were sampled. The compliance rate was 97.9%. Vessels that failed to properly manage their ballast tanks were required to either retain the ballast water and residuals on board, treat the ballast water in an environmentally sound and approved manner, or return to sea to conduct a ballast water exchange. KW - Ballast (Ships) KW - Compliance KW - Great Lakes KW - Inspection UR - http://www.d9publicaffairs.com/posted/443/2009_Great_Lakes_Seaway_Ballast_Water_Working_Group_Report_Final.475699.pdf UR - https://trid.trb.org/view/912968 ER - TY - RPRT AN - 01149199 AU - Jeihani, Mansoureh AU - Camilo, Ricardo A AU - Morgan State University AU - Maryland State Highway Administration AU - National Transportation Center AU - Research and Innovative Technology Administration TI - Trip Generation Studies for Special Generators PY - 2010/02//Final Report SP - 82p AB - This research examines the effects of town centers and senior housing developments on surrounding roadways and nearby transit. The Institute of Transportation Engineers (ITE) Trip Generation Manual, which determines number of trips produced or attracted by different developments, does not include town centers. It has also been argued that the ITE manual underestimates trip rates for senior housing. This, coupled with the prominence of these types of developments in Maryland, merits further study into their impacts on the surrounding roadway system. KW - Aged KW - Central business districts KW - Housing KW - Impact studies KW - Maryland KW - Senior housing KW - Trip generation UR - http://roads.maryland.gov/opr_research/md-09-sp808b4j_trip-generation-studies-for-special-generators-report.pdf UR - http://ntl.bts.gov/lib/32000/32000/32093/MD-09-SP808B4J_Trip_Generation_Studies_for_Special_Generators_Final_Report.pdf UR - https://trid.trb.org/view/911558 ER - TY - ABST AN - 01464159 TI - Pre-Event Planning to Support Transportation Infrastructure Recovery AB - Large-scale or extreme events can cause long-term disruptions in the use of transportation infrastructure. In the "prepare-respond-recover-mitigate" emergency management phases, "prepare" is most often linked to the "respond" phase. Pre-event planning typically focuses on the immediate "respond" objectives of safety, preserving life, mitigating consequences, continuing operations, and re-establishing essential services. During the past several years, it has become clear that certain pre-event planning to support "recover" phase operations can and should be conducted and procedures developed that can increase the efficiency of post-event recovery; this is termed "recovery planning." Beyond regaining operational use of infrastructure as soon as possible, extreme events can also offer an opportunity to address long-standing problems through upgrades or relocation of infrastructure--if the owner has planned for such an opportunity. Research is needed to provide a framework for recovery planning that addresses the areas of legal and environmental compliance requirements; permitting; contracting; facility design; rapid/emergency solicitation processes; accessing federal funding; damage assessment documentation requirements; procedures; forms; acquisition of outside subject matter expertise; and other items found during research that can assist pre-event planning to support recovery of mission-essential transportation infrastructure. The objective of this research is to develop a guide that provides pre-event recovery planning principles, processes, tools, and appended resource materials for use by planners and decisionmakers in pre-event planning to support transportation infrastructure recovery. KW - Disaster preparedness KW - Emergency management KW - Emergency transportation KW - Highway operations KW - Highway safety KW - Infrastructure KW - Recovery operations KW - Special events UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2608 UR - https://trid.trb.org/view/1232387 ER - TY - RPRT AN - 01351713 AU - MANILA Consulting Group, Incorporated AU - Federal Motor Carrier Safety Administration TI - Cochlear Implants and Commercial Motor Vehicle Driver Safety PY - 2010/01/29/Targeted Evidence Report SP - 77p AB - The Federal Motor Carrier Safety Administration (FMCSA) is interested in examining issues pertaining to the potential impact of cochlear implantation (for profound hearing loss) on commercial motor vehicle (CMV) driver safety. A preliminary review of the literature in developing the scope of this report revealed that no scientific literature exists that explicitly evaluates driver safety in individuals who have undergone cochlear implantation. Cochlear implantation improves hearing performance and speech perception, although not to the degree of people with normal hearing; the degree of improvement varies for each recipient, depending on factors such as the duration of deafness, whether or not the individual was pre- or post-lingually deaf, and age at implantation. Bilateral cochlear implantation is an advantage to unilateral cochlear implantation for the purpose of speech perception in noise, and sound localization tasks. Although most individuals have a unilateral cochlear implant, there is a trend to outfit more patients with two cochlear implants or with one cochlear implant and a hearing aid in the contralateral ear. Although a number of hearing-impaired individuals suffer from vestibular symptoms prior to implantation, between 20% and 76% of cochlear implant recipients will suffer from vestibular impairment following cochlear implantation. These individuals however, are usually assisted with vestibular rehabilitation. KW - Commercial vehicle operations KW - Deafness KW - Freight traffic KW - Hearing aids KW - Hearing loss KW - Highway safety KW - Noise KW - Truck drivers UR - http://ntl.bts.gov/lib/39000/39400/39417/Cochlear_Implant_Revison_1_14_2011-Library_Copy.pdf UR - https://trid.trb.org/view/1114755 ER - TY - RPRT AN - 01163052 AU - Lechtenberg, Karla A AU - Faller, Ronald K AU - Reid, John D AU - Sicking, Dean L AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Dynamic Evaluation of a Pinned Anchoring System for New York State’s Temporary Concrete Barriers – Phase II PY - 2010/01/27/Final Report SP - 134p AB - Temporary concrete barrier (TCB) systems are utilized in many situations, including placement adjacent to vertical drop-offs. Free-standing TCB systems are known to have relatively large deflections when impacted, which may be undesirable when dealing with limited space behind the barrier, such as on a bridge deck or with limited lane width in front of the barrier system. In order to allow TCB systems to be used in space-restricted locations, a variety of TCB stiffening options have been tested, including beam stiffening and pinning the barriers to the pavement. These pavement-pinning procedures have been considered time-consuming and may pose undue risk to work-zone personnel who are anchoring the barrier on the traffic-side face. Thus, a means of reducing TCB deflections while reducing risk to workers was deemed necessary. The primary research objectives were to evaluate the potential for reducing barrier deflections through the use of pinning every barrier section on the back-side toe of the New York State’s New Jersey-shape TCBs and evaluate the barrier system according to the Test Level 3 (TL-3) criteria set forth in the AASHTO Manual for Assessing Safety Hardware (MASH). The research study included one full-scale vehicle crash test with a Dodge Quad Cab pickup truck. Four 15½-in. (394-mm) long, vertical steel pins were placed through holes on the back-side toe of each barrier section and inserted into drilled holes within the rigid concrete surface. Following the successful redirection of the pickup truck, the safety performance of the pinned anchoring system was determined to be acceptable according to the TL-3 evaluation criteria specified in MASH using the 2270P vehicle. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Anchoring KW - Impact tests KW - Pickup trucks KW - Redirection (Impacting vehicle) KW - Safety performance KW - Steel pins KW - Temporary barriers UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-224-10.pdf UR - https://trid.trb.org/view/923580 ER - TY - ABST AN - 01461837 TI - New Dedicated Revenue Mechanisms for Freight Transportation Investment AB - The objectives of this project will will be to (1) provide a comprehensive analysis of the functioning and implications of proposed dedicated revenue mechanisms and (2) describe in detail requirements and mechanics required to implement and operate each of them. KW - Dedicated revenues KW - Freight traffic KW - Freight transportation KW - Investments KW - Research projects KW - Revenues UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2859 UR - https://trid.trb.org/view/1230057 ER - TY - ABST AN - 01461940 TI - Considering and Evaluating Airport Privatization AB - Interest in airport privatization is increasing, especially as local and regional governments look for ways to make their airports as efficient, competitive, and financially viable as possible. Consideration by communities, governing boards, airport officials, and other stakeholders on whether to privatize all or part of an airport is a significant decision with long-term impacts. As such, the decision-making process must ensure that a thorough and complete review is undertaken, so financial and other implications of privatization are fully understood and, hence, an informed, transparent decision can be made. Experience in the United States with the wide range of options for full and partial privatization of airports is limited. Private-sector participation in airports--through ownership, management, or new investment programs--can take many forms, including outright sale of assets; management contracts; public-private partnership (P3) agreements; long-term leases; design-build-finance-operate; and other private finance initiatives. Airport privatization has been adopted or considered in various forms at many foreign and a limited number of U.S. airports. The Airport Privatization Pilot Program, under 49 U.S.C. Section 47134, provides a limited number of airports in the United States with a vehicle for airport privatization and continues to generate discussion among airport operators and owners, governing boards, and airport officials. Some airport proprietors have prepared applications to participate in the program using various models for the privatization of U.S. airports. As the discussion of these issues continues, U.S. airport stakeholders require an objective presentation of the international experience with airport privatization and the relative advantages and disadvantages of privatization for U.S. airports. The objective of this research is to develop a guidebook on airport privatization that assists airport proprietors, policymakers, and other relevant stakeholders as they consider and analyze the potential advantages and disadvantages of implementing various approaches to airport privatization. KW - Airport operations KW - Benefit cost analysis KW - Decision making KW - Economic analysis KW - Privatization KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2780 UR - https://trid.trb.org/view/1230160 ER - TY - RPRT AN - 01154169 AU - Geunes, Joseph AU - Konur, Dincer AU - University of Florida, Gainesville AU - Center for Multimodal Solutions for Congestion Mitigation AU - Research and Innovative Technology Administration TI - Characterizing the Tradeoffs and Costs Associated with Transportation Congestion in Supply Chains PY - 2010/01/21/Final Report SP - 60p AB - The authors consider distribution and location-planning models for supply chains that explicitly account for traffic congestion effects. The majority of facility location and transportation planning models in the operations research literature consider facility operations and transportation costs as separable (e.g., linear) by origin-destination pairs. Their goal is to understand how congestion costs and effects, which are not separable, influence supply chain location and distribution decisions. The authors study a competitive facility location and market-supply game with multiple firms competing in multiple markets in a congested distribution network. As a result of location and quantity decisions, firms are subject to location-specific transportation costs, convex traffic congestion costs and fixed facility location costs. The unit price in each market is a linear decreasing function of the total amount shipped to the market by all firms; that is, the authors consider an oligopolistic Cournot game and analyze the two-stage Nash Equilibrium. They discuss the results of extensive numerical studies that illustrate the effects of traffic congestion on a firm's equilibrium location and quantity decisions and demonstrate the efficiency of their solution approaches for finding equilibrium solutions. KW - Costs KW - Decision making KW - Equilibrium (Economics) KW - Industrial location KW - Markets KW - Oligopoly KW - Physical distribution KW - Supply chain management KW - Traffic congestion UR - http://cms.ce.ufl.edu/research/Geunes_Final_Report_2008-004.pdf UR - http://ntl.bts.gov/lib/45000/45600/45640/Geunes_Final_Report_2008-004.pdf UR - https://trid.trb.org/view/915695 ER - TY - RPRT AN - 01163057 AU - Stolle, Cale J AU - Zhu, Ling AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Sicking, Dean L AU - Reid, John D AU - Rohde, John R AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume II: Appendices PY - 2010/01/20/Final Report SP - 468p AB - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Automobiles KW - Box beams KW - Guardrail terminals KW - Impact tests KW - Pickup trucks UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol2.pdf UR - https://trid.trb.org/view/923575 ER - TY - RPRT AN - 01163053 AU - Stolle, Cale J AU - Zhu, Ling AU - Lechtenberg, Karla A AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Sicking, Dean L AU - Reid, John D AU - Rohde, John R AU - University of Nebraska, Lincoln AU - New York State Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Type II and Type IIA Box Beam End Terminals - Volume I: Research Results and Discussion PY - 2010/01/20/Final Report SP - 415p AB - Two types of guide rail end terminals were constructed and evaluated according to the American Association of State Highway and Transportation Officials’ (AASHTO’s) Manual for Assessing Safety Hardware (MASH). The guide rail end terminals are used with weak-post, box beam guide rail systems by the New York State Department of Transportation (NYSDOT). Nine full-scale vehicle crash tests were performed in accordance with either Test Level 3 (TL-3) or Test Level 2 (TL-2) requirements using both standard and modified impact locations and test conditions for the 1100C [1,100-kg (2,425-lb)] passenger car and the 2270P [2,268-kg (5,000-lb)] pickup truck. One test was run on the Type II box beam end terminal, six tests were performed on the Type IIA end terminal on flat ground, and two tests were performed on the Type IIA end terminal installed in a ditch. The Volume I report contains the research results and discussion. The Volume II report contains the appendices. KW - AASHTO Manual for Assessing Safety Hardware KW - Acceptance tests KW - Automobiles KW - Box beams KW - Guardrail terminals KW - Impact tests KW - Pickup trucks UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-203-10-Vol1.pdf UR - https://trid.trb.org/view/923573 ER - TY - RPRT AN - 01342280 AU - Daly, William H AU - Negulescu, Ioan I AU - Glover, Ionela AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - A Comparative Analysis Of Modified Binders: Original Asphalts And Materials Extracted From Existing Pavements PY - 2010/01/18/Final Report SP - 77p AB - This research demonstrated the application of gel permeation chromatography (GPC) as an analytical tool to ascertain the amounts of polymer modifiers in polymer modified asphalt cements, which are soluble in eluting GPC solvents. The technique was applied to 29 samples from five refineries supplying asphalt mixes to Louisiana. Addition of recycled asphalt pavement (RAP) during the mixing process increases the asphaltene content with a corresponding decrease in the maltenes content. An assessment of the extent of oxidative aging of modified asphalt binders during the paving process confirmed minimal changes during the paving process. Field aging of mixes containing RAP is slower than that predicted by rolling thin film oven (RTFO) laboratory aging, suggesting that addition of 20 wt% RAP is beneficial. Although suppliers are using different types of poly(styrene-b-butadiene-b-styrene) (SBS) at different percentages to meet the requirements for a PG 70-22, the authors observed that 1 wt% up to 1.98 wt% polymer is added. To achieve PG 76-22, the authors observed that a minimum of 2 wt% polymer is added. The GPC test method can identify the type of polymer used as well as the percentages of polymer and asphaltenes present. The content of crystallizable species of selected asphalt binders determined by differential scanning calorimetry (DSC) is presented together with the binder glass transition temperature more accurately determined by dynamic mechanical analysis (DMA). A method for quantification of GPC solvent insoluble crumb rubber modifier present in crumb rubber modified binders was developed. The application of the GPC technique to forensic studies of pavement problem issues is demonstrated. KW - Alternatives analysis KW - Asphalt pavements KW - Gel permeation chromatography KW - Modified binders KW - Polymer asphalt KW - Recycled materials UR - http://www.ltrc.lsu.edu/pdf/2011/fr_462.pdf UR - http://ntl.bts.gov/lib/37000/37800/37864/fr_462.pdf UR - https://trid.trb.org/view/1103928 ER - TY - RPRT AN - 01219974 AU - Dessouky, Maged AU - Ordonez, Fernando AU - Leachman, Robert C AU - Murali, Pavankumar AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - University Transportation Centers Program AU - University of California, Berkeley TI - Strategies for Effective Rail Track Capacity Usage PY - 2010/01/16/Final Report SP - 64p AB - Mathematical modeling techniques are used to route and schedule trains on a railway network to minimize the travel time delays. A simulation-based delay estimation methodology is developed to estimate the travel-time delay over a given rail network. These estimates can be used to reject or defer shipments that could cause congestion in the network. Efficient solutions are necessary to obtain an effective capacity planning and scheduling system for train networks. This research aims to develop the first quantitative model to accept, defer or reject shipments on a railroad, with decisions based on an accurate representation of the delays these shipments cause and the possibility of real-time rerouting trains to alternative tracks. KW - Estimation theory KW - Freight traffic KW - Optimization KW - Railroad traffic KW - Routing KW - Scheduling KW - Simulation KW - Traffic delays KW - Travel time UR - http://www.metrans.org/sites/default/files/research-project/07-11%20Final_0_0.pdf UR - https://trid.trb.org/view/935572 ER - TY - ABST AN - 01461320 TI - Feasibility of Reclaimed Asphalt Pavement as Aggregate in Portland Cement Concrete Pavements AB - The objective of this project is to develop and characterize an environmentally friendly concrete suitable for transportation-related applications in which a portion of the conventional aggregate has been replaced with reclaimed asphalt pavement. KW - Aggregates KW - Asphalt pavements KW - Concrete KW - Concrete pavements KW - Feasibility analysis KW - Pavement performance KW - Portland cement concrete KW - Reclaimed asphalt pavements UR - https://trid.trb.org/view/1229539 ER - TY - ABST AN - 01464118 TI - Research for AASHTO Standing Committee on Highways. Task 278. Production of the New AASHTO Practical Guide to Estimating AB - The AASHTO Technical Committee on Cost Estimating (TCCE) has been working on a new publication to help departments of transportation (DOTs) and other transportation agencies develop or improve their cost-estimating policies and guidance. This new publication is tentatively titled "A Practical Guide to Estimating." Chapters have been drafted by various volunteer chapter authors and a team of supporting committee members who review applicable research and agency practices and work to present information using suitable language and suggestions intended to further the state-of-the-practice in highway project cost estimating. The benefits to be gained from helping agencies to develop and improve cost-estimating policies and practices are substantial. Concerns about the cost of transportation facilities, while always important to the DOTs, become a major focus of attention in economically challenging times. Rapid and substantial increases in materials costs over the last two years have raised the hurdles facing agencies' cost estimating practices. The TCCE envisions "A Practical Guide to Estimating" as a source of guidance to assist agencies in developing or improving their cost estimating policies and practices. This guidance will address estimating costs from project inception through bid letting and be useful to agency staff in planning, design, and construction. The TCCE volunteers have produced a table-of-contents outline and draft content reflecting their vision of the guide. The status of what has been produced is described in detail in the Special Notes of this request and the several document files appended to the notes. As a review of this information will show, the reliance on volunteer participants has proven to be an effective means to structure the proposed guide and produce useful content, but has inherent limitations. Workloads of state DOT personnel have been increasing, limiting the ability of volunteers to devote time to the guide's preparation. Various elements of draft text produced by different authors will inevitably have differences in writing style and language usage that, if maintained in the final guide, would detract from the final document's effectiveness. There is no single authority to ensure that the final document addresses all important topics and is internally consistent in its guidance. The TCCE needs the assistance of a very knowledgeable researcher or team to review the committee's work, to supplement that work as needed to ensure that the final document provides the guidance envisioned by the committee, and to serve as principal author and editor to produce a document that presents its content in a consistent and readable manner to the target audience. The objectives of this research are (a) to produce a final draft version of "A Practical Guide to Estimating" that can be submitted for formal balloting and approval by AASHTO, (b) to ensure that this final draft offers comprehensive, consistent, and timely guidance on effective policies and practices agencies may use in highway project cost estimating, and (c) to assess whether there are substantial topics not covered in the draft that should be addressed to realize the TCCE vision and describe the work needed to address those topics. KW - Cost estimating KW - Guidelines KW - Handbooks KW - Project management KW - State departments of transportation KW - State of the practice KW - Types of costs UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2758 UR - https://trid.trb.org/view/1232346 ER - TY - RPRT AN - 01154173 AU - Davalos, Julio F AU - Chen, An AU - Ray, Indrajit AU - Justice, Adam AU - Anderson, Matthew AU - West Virginia University, Morgantown AU - Pennsylvania Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - District 3-0 Investigation of Fiber Wrap Technology Bridge Repair and Rehabilitation - Phase III PY - 2010/01/14/Final Report SP - 288p AB - Based on guidelines for project selection, a candidate bridge was selected for a contract repair project. Pre-repair testing of bridge materials is described. The fiber reinforced polymer (FRP) design was based on strengthening the bridge to sustain an HS-20 AASHTO truck loading. The FRP repair system was designed based on current ACI 440.2R-08 design guidelines. Repair work and post-construction load testing were completed. Finite Element (FE) modeling was performed to determine capacity of the repaired bridge and the FE model was calibrated against load testing results. Supporting full-scale lab studies were conducted to evaluate the most effective concrete substrate repair method and FRP strengthening scheme. An exploratory study on an electrochemical chloride extraction technique was completed. Systematic documents, including draft guidelines on project selection and management, design guidelines, and construction specifications, were developed for use on future T-beam rehabilitation projects. KW - Bearing capacity KW - Calibration KW - Electrochemical chloride extraction KW - Fiber reinforced plastics KW - Finite element method KW - Jacketing (Strengthening) KW - Load tests KW - Materials tests KW - Rehabilitation (Maintenance) KW - Repairing KW - T beams UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Fiber%20Wrap%20Technology%20Bridge%20Repair%20and%20Rehab.pdf UR - http://www.mautc.psu.edu/docs/WVU-2007-01.pdf UR - https://trid.trb.org/view/915714 ER - TY - RPRT AN - 01154166 AU - Bilec, Melissa M AU - Marriott, Joe AU - Padilla, Maria Fernanda AU - Snyder, Mark AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Market Analysis of Construction Materials with Recommendations for the Future of the Industry PY - 2010/01/14/Final Report SP - 144p AB - Due to the volatility of current highway construction commodity prices, owners, contractors, and designers are facing serious challenges in both short-term estimating and long-term planning. Among these challenges is significant uncertainty about the prices and availability of critical highway construction materials; steel, for example, increased in price from $600 per ton to over $1400 per ton in just eight years. At the same time, nearly all facets of the infrastructure in the United States require redesign, expansion or repair. Planners need to make decisions which maximize the value of investment dollars while at the same time considering the environmental and human factors associated with that investment. One way to reduce the uncertainty and make better investment decisions is by studying the past, present and future commodity prices and availability. In this research, the authors focus on commodities for highway construction such as diesel, asphalt, cement, aggregates and steel. Recent economic trends for these commodities show how production, supply and demand affect the US unit prices. Forecasts for the price trends of the commodities are developed. Comparative life cycle assessment (LCA) results are presented. KW - Building materials KW - Demand KW - Economic analysis KW - Forecasting KW - Life cycle costing KW - Long range planning KW - Market assessment KW - Prices KW - Production KW - Road construction KW - Short range planning KW - Supply UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/Market%20Analysis%20%20of%20Construction%20Materials.pdf UR - https://trid.trb.org/view/915713 ER - TY - RPRT AN - 01150230 AU - Federal Highway Administration AU - Federal Transit Administration TI - 2008 Status of the Nation's Highways, Bridges, and Transit: Conditions & Performance. Report to Congress PY - 2010/01/14/Report to Congress SP - 622p AB - This is the eighth in a series of combined documents prepared by the U.S. Department of Transportation (DOT) to satisfy requirements for reports to Congress on the condition, performance, and future capital investment needs of the Nation’s highway and transit systems. This report incorporates highway, bridge, and transit information required by Section 502(h) of Title 23, United States Code (U.S.C.), as well as transit system information required by Section 308(e) of Title 49, U.S.C. Beginning in 1993, the Department combined two separate existing report series that covered highways and transit to form this report series. This report draws primarily on 2006 data. This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performances, and fi nancing mechanisms of highways, bridges, and transit systems based both on the current state of these systems and on the projected future state of these systems under a set of alternative future investment scenarios. This report offers a comprehensive, data-driven background to support the development and evaluation of legislative, program, and budget options at all levels of government. It also serves as a primary source of information for national and international news media, transportation associations, and industry. This report consolidates conditions, performance, and financial data provided by States, local governments, and mass transit operators to provide a national-level summary. Some of the underlying data are available through the DOT’s regular statistical publications. The future investment scenario analyses are developed specifically for this report and provide national-level projections only. The report begins with a "Highlights" section that lists key findings, focusing mainly on changes in various indicators since 1997, the last year prior to the enactment of the Transportation Equity Act for the 21st Century (TEA-21). This is followed by an Executive Summary that highlights the key findings in each individual chapter. The main body of the report is organized into four major sections. The six chapters in Part I, “Description of Current System,” contain the core retrospective analyses of the report. Chapters 2 through 6 each start with separate highway and transit sections discussing each mode in depth, followed by a combined section comparing key highway and transit statistics with those presented in the 2006 edition. The four chapters in Part II, “Investment/Performance Analysis,” contain the core prospective analyses of the report. Part III, “Special Topics,” explores further some topics related to the primary analyses in the earlier sections of the report. Part IV, “Afterword: A View to the Future,” describes ongoing research activities and identifies potential areas for improvement in the data and analytical tools used to produce the analyses contained in this report. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, bridges, and transit. KW - Bridges KW - Condition surveys KW - Financing KW - Highways KW - Investments KW - Operational performance KW - Public transit KW - United States UR - http://www.fhwa.dot.gov/policy/2008cpr/pdfs/cp2008.pdf UR - http://ntl.bts.gov/lib/33000/33400/33453/2008StatusSummary.pdf UR - https://trid.trb.org/view/912596 ER - TY - RPRT AN - 01149521 AU - Jarossi, Linda AU - Hershberger, Daniel AU - Pettis, Leslie AU - Woodrooffe, John AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Trucks Involved in Fatal Accidents Codebook 2007 (Version January 14, 2010) PY - 2010/01/14/January 14, 2010 SP - 165p AB - This report provides documentation for UMTRI’s file of Trucks Involved in Fatal Accidents (TIFA), 2007, including distributions of the code values for each variable in the file. The 2007 TIFA file is a census of all medium and heavy trucks involved in a fatal accident in the United States. The TIFA database provides coverage of all medium and heavy trucks recorded in the Fatality Analysis Reporting System (FARS) file. TIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the truck from the TIFA survey. KW - Coding systems KW - Crash data KW - Fatalities KW - Fatality Analysis Reporting System KW - Heavy duty trucks KW - Medium trucks KW - Truck crashes UR - http://deepblue.lib.umich.edu/bitstream/2027.42/64489/3/48532_A51.pdf UR - https://trid.trb.org/view/910507 ER - TY - ABST AN - 01464203 TI - Producing Transportation Data Products from the American Community Survey that Comply with Disclosure Rules AB - For the last 40 years, the American Association of State Highway and Transportation Officials (AASHTO) has worked with the U.S. Census Bureau to produce special tabulations from the decennial census long form. These tabulations serve a variety of transportation planning needs. In 2006, AASHTO approved a new Census Transportation Planning Products (CTPP) program to continue to provide home, work place, and journey to work data. The CTPP will now use data from the U.S. Census Bureau's new American Community Survey (ACS) to produce 3-year and 5-year data tabulations to support a host of state and local transportation planning efforts, including air quality and environmental analyses, transit studies, policy and investment scenarios, and travel demand modeling. Over the years, transportation planning mandates and requirements have increasingly called for census data at finer levels of granularity for smaller areas of geography. At the same time, the U.S. Census Bureau has been increasingly concerned about the potential disclosure risk posed by such finer granularity. The U.S. Census Bureau currently uses data suppression and use of thresholds to protect confidentiality. These methods severely limit the availability and utility of the resulting data. For example, in travel demand modeling, data are typically required for smaller geographic units defined as Transportation Analysis Zones (TAZs). However, because TAZs tend to be small, data for many geographic areas will be suppressed under U.S. Census Bureau disclosure rules aimed at protecting an individual's confidentiality. The transportation community and U.S. Census Bureau staff acknowledge the need to develop and implement improved disclosure avoidance techniques and tools that will preserve the geographic detail and content of the data. Some methods that are either currently used by the U.S. Census Bureau and other federal statistical agencies or have been proposed for use in the statistical literature for purposes of disclosure limitation or disclosure avoidance include: aggregation (coarsening of categorical data, often geographical); top-coding of reported values (another form of aggregation); tabular data suppression based on thresholds; data swapping and rounding (possibly using linear programming); noise addition or inoculation to prevent compromise by introducing an error; microaggregation (clustering data in groups of a small number of records replacing each member's value with the average value); imputation of sensitive values using multiple imputation to assess variability; and partial or whole synthetic creation of a micro data set with closely related distributional properties to that for the collected data (using various parametric statistical models fit to the collected data, especially log-linear models for contingency tables). Although disclosure avoidance can be achieved using different techniques, these methods must be acceptable to the transportation community and meet with the U.S. Census Bureau's rules, requirements, and processes. Preliminary research done under NCHRP Project 8-36 (71), "Disclosure Avoidance Techniques to Improve ACS Data Availability," (http://www.trb.org/NotesDocs/NCHRP08-36(71)_FR.pdf) suggests that credible techniques can be found to produce disclosure-proofed representative data for small areas. The objective of this research is to develop, evaluate, and test credible techniques to produce specially tabulated data products using 5-year ACS data. The resulting data products must satisfy U.S. Census Bureau disclosure rules and support transportation planning at small area geography (TAZ). KW - Air quality management KW - American Community Survey KW - Census Transportation Planning Package KW - Data collection KW - Metropolitan planning organizations KW - Policy making KW - Public transit KW - Traffic analysis zones KW - Transit operating agencies KW - Transportation planning KW - Travel demand UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2708 UR - https://trid.trb.org/view/1232431 ER - TY - ABST AN - 01463318 TI - Marine Highway Freight System: A Multimodal Short Sea Freight Shipping System AB - Multimodal Short Sea Freight Shipping, known in the U.S. as "Marine Highways," is a systems concept for increasing freight mobility by diverting freight from highways onto alternate transportation routes through inland and coastal waterways. Use of the alternate freight routes reduces the number of freight trucks on highways thereby increasing freight capacity, reducing highway congestion, lowering fuel consumption, improving safety, decreasing long term infrastructure maintenance costs, and enabling competitive freight flow operations. Short sea shipping is providing European nations a cost effective and reliable system for moving freight through inland waterways and coastal shipping within Europe. Potential application of short sea shipping in U.S. waterways has received favorable consideration from the U.S. Department of Transportation (DOT) and transportation stakeholders. The project will validate the Marine Highway concept in the I-95 corridor region, because of the importance of the corridor to national commerce and the urgent need to relieve traffic bottlenecks and congestion experienced in this region. The project results will deliver a first ever systematic and scalable methodology for evaluating Marine Highway routes by applying remote sensing and spatial information technologies. The research will produce guidelines and evaluation tools for shipping operators, port authorities, metropolitan planning organizations, and state and local transportation engineers who will implement these systems. KW - Freight flow KW - Freight transportation KW - Marine highways KW - Metropolitan planning organizations KW - Multimodal transportation KW - Port authorities KW - Remote sensing KW - Short sea shipping KW - Traffic congestion KW - Waterways UR - http://eastfire.gmu.edu/gmu-consortium/marine-highway/ UR - https://trid.trb.org/view/1231544 ER - TY - RPRT AN - 01153219 AU - Daniel, Jo Sias AU - Mogawer, Walaa S AU - University of New Hampshire, Durham AU - New England Transportation Consortium AU - Federal Highway Administration TI - Determining the Effective PG Grade of Binder in RAP Mixes PY - 2010/01/04/Final Report SP - 98p AB - This report presents the results of a research study to develop a method to determine or estimate the binder grade in mixtures designed with recycled asphalt pavement (RAP) from the properties of the mixture itself. A 12.5 mm Superpave mixture was used to evaluate mixtures containing 0% RAP, 10% RAP, 25% RAP, and 40% RAP with a virgin PG 64-28 binder. Virgin mixtures with PG 58-28, PG 70-22, and PG 76-22 binders were also evaluated. Testing included dynamic modulus, creep compliance, and strength tests in the indirect tensile mode. Partial |G*| master curves were measured on the extracted binder from each mixture and the recovered binder was also PG graded. Several methods of estimating the effective PG grade of the binder were evaluated. Empirically based methods of interpolating values of measured mixture properties are straightforward, but require an extensive amount of testing in the laboratory. The relationship between material properties and PG grade must be established for each type of mixture (gradation, asphalt content). The most promising methods for determining the effective PG grade of the mixture use the Hirsch model to back calculate binder |G*| from the measured mixture dynamic modulus. This report summarizes the research effort and provides a recommended procedure for estimating the effective PG grade of binders in RAP mixtures. KW - Binder grade KW - Bituminous binders KW - Creep KW - Dynamic modulus of elasticity KW - Laboratory tests KW - Recycled asphalt pavements KW - Superpave KW - Tension tests UR - http://www.netc.umassd.edu/netcr78_04-4.pdf UR - http://www.uvm.edu/~transctr/pdf/netc/netcr78_04-4.pdf UR - https://trid.trb.org/view/914803 ER - TY - ABST AN - 01463671 TI - A Remote Sensing and GIS-enabled Asset Management System (RS-GAMS) AB - The objective of this project is to integrate emerging 3D scanning laser technology, image processing algorithms, and global positioning system/geographic information system (GPS/GIS) technologies into an intelligent sensing system that improves roadway asset management. Pavement and sign assets will be used to validate the developed sensing system with a special focus on automatic detection of pavement distresses and automatic sign inventory data collection. Project development steps are to (1) Integrate a sensing system, (2) Calibrate the sensing system, (3) Test and validate the sensing system using the real-world data, (4) Quantify research benefits. This system targets asphalt highways, parking lots, and civilian and military airfield taxiways and runways. The United States Department of Transportation (USDOT), Georgia Institute of Technology, Georgia Department of Transportation (GDOT), the city of Nashville, South Carolina Department of Transportation (SCDOT), Ohio Department of Transportation (ODOT), and Connecticut Department of Transportation (ConnDOT) have participated in this project by providing direct and in-kind support for this project. KW - Airport runways KW - Asphalt pavements KW - Asset management KW - Calibration KW - Data collection KW - Geographic information systems KW - Global Positioning System KW - Image processing KW - Pavement distress KW - Remote sensing KW - Technological innovations UR - https://trid.trb.org/view/1231897 ER - TY - ABST AN - 01461780 TI - Assessment of Public Perception of User Based Fees and Tolls to Finance Transportation Infrastructure Improvements AB - With aging infrastructure and declining tax revenues new mechanisms of financing transportation alternatives are of increasing interest to researchers as well as practitioners. Transportation projects, such as highway construction etc., are primarily financed through fuel taxes, which constitute a form of user fees. Improved fuel economy is likely to erode the revenue stream from the gas tax. California has historically been a leader in mandating technological improvements in transportation, which means that fuel-based revenue stream(s) may be negatively impacted, making it even more difficult to fund California's infrastructure. Such proposed revenue generation measures as: (a) raising the fuel tax rate to make up for declining fuel tax revenues and (b) imposing other user-based fees including tax based on vehicle-mile traveled are not considered politically viable (Dill & Weinstein, 2007). Another of the approaches towards increasing revenues is user based fees collected through tolls directed at specific infrastructure projects. It could help overcome the widening gulf between available funding and needed improvements. KW - Aging infrastructure KW - Distance based fares KW - Financial analysis KW - Fuel taxes KW - Operating revenues KW - Research projects KW - Transportation infrastructure KW - User charges UR - https://trid.trb.org/view/1230000 ER - TY - ABST AN - 01461778 TI - The Improvement of Bicyclists and Pedestrians Safety in Riverside County: Focusing on Environmental Contributing Factors to Bicyclists and Pedestrian Crashes AB - Both walking and biking have received much attention as alternative transportation modes in latest transportation planning. They ultimately contribute toward healthy and sustainable communities by promoting healthier lifestyle and social interaction in the communities. However, high fatality and injury rates of pedestrian and bicycle crashes threaten the safety of both bicyclists and pedestrians. Although local authorities apply the 3Es strategy (Enforcement, Education, and Engineering) to reduce crashes, planners have recently paid attention to engineering strategies which include planning approaches such as bicycle streetscape design, roadway design, and physical environment improvement. However, a challenge for local transportation planners is to locate the crash concentration zones where engineering strategies are applicable. They also need to discover specific contributing factors causing bicycle and pedestrian crashes in order to develop proper engineering resolutions. This research will specifically focus on the crash concentration zones that are most influenced by environmental contributing factors. This research will provide a systemic methodology for local transportation planners that will help them understand the patterns of pedestrian and bicycle crashes and their relationship to the physical environment of surrounding areas. It will also allow planners to effectively allocate scarce resources that will help reduce pedestrian and bicycle crashes by presenting a methodology developing customized countermeasures for specific crash concentration zones. KW - Bicycle crashes KW - Bicycle travel KW - Fatalities KW - Nonmotorized transportation KW - Pedestrian traffic KW - Pedestrian-vehicle crashes KW - Research projects KW - Streetscape KW - Sustainable development KW - Transportation planning KW - Walking UR - https://trid.trb.org/view/1229998 ER - TY - ABST AN - 01461600 TI - Analyzing the Effectiveness of Enhanced Penalty Zones and Police Enforcement as Freeway Speed-Control Measures AB - Speeding has been well recognized as an important contributing factor to traffic crashes. Past research also indicates that driver behavior related to speeding is influenced by both the risk and the consequences of being caught for violations. Correspondingly, the deterrents for speed violations can be in one of two major forms: (1) Police enforcement of speed limits (determines the risk of getting caught) and (2) Severity of the punishment for violation of speed limits (determines the consequences of getting caught). The intent of our study is to examine the simultaneous impacts of enforcement (by police officers) and increased penalties on freeway speeds and crashes using data from the Enhanced Penalty Zones (EPZs) established by the 2006 Florida Legislature on Interstate 95 in three counties in Florida. The data on enforcement activities will be collected during this study period by the Florida Highway Patrol (FHP), a matching partner in this project. KW - Crash severity KW - Double fines (Penalties) KW - Fines (Penalties) KW - Florida KW - Speed limits KW - Speed measurement KW - Traffic crashes KW - Traffic law enforcement KW - Traffic speed UR - https://trid.trb.org/view/1229819 ER - TY - ABST AN - 01461507 TI - Belt-Positioning Booster Seats for Children - National Perspectives from Emergency Physicians and Parents AB - Motor vehicle collisions (MVCs) are the leading cause of death in children after the first year of life.1 On average, 5 children under age 15 are killed in MVCs each day in the United States (US).2 In 2008, an estimated 172,047 children under age 15 received treatment in US hospital emergency departments (EDs) for non-fatal injuries sustained as occupants in MVCs.1 Proper child restraint has been shown to decrease the risk of death and serious injury in MVCs for children of all ages. Advances in child passenger safety seats have led to specific recommendations for proper restraint of children of various age and size ranges.3, 4 While car seats are used for over 90% for infants and toddlers, children between 4 and 8 years of age are much less likely to be properly restrained.5 Research has shown 4 to 8 year olds are safest when restrained in a belt positioning booster seat, reducing their risk of serious injury by nearly 50% when compared with children in seat belts alone.6 Despite strong evidence supporting the benefit of belt positioning booster seats, 22% of children 4 to 5 years old and 52% of children 6 to 7 years old are prematurely placed solely in seat belts.5 Not using a booster seat has been associated with the child riding in multiple cars and the presence of multiple passengers in the car. 7-9 However practical barriers to booster seat use have not been examined in a national sample of parents. Following an MVC, parents, especially those who present to the ED for evaluation, may be more receptive to educational messages about child passenger safety. This so called "teachable moment"10, 11 places emergency physicians in a unique position to increase proper restraint use for child passengers. While the American College of Emergency Physicians has created policy statements regarding the role of emergency physicians in injury prevention and control12, emergency physician knowledge of child safety seats has not previously been examined. Emergency physician attitudes and beliefs about the use of the ED visit as an opportunity to provide parents with child safety seat information are also unknown. Surveys of primary care physicians suggest that knowledge of proper child restraint decreases for children over 1 year of age and training on child passenger safety is limited.13, 14 The proposed study consists of two components. In component 1 we will conduct a national survey of emergency physicians who have, and who have not, undergone dedicated pediatric training to determine their knowledge of current child passenger restraint recommendation as children transition from car seats to booster seats to seat belts. In order to understand knowledge related to these transition points, we will include questions about restraint use for children from 2 to 10 years of age. General emergency physicians, in addition to specialized pediatric emergency physicians, will be included in the survey as they provide care to more than 90% of children seen in EDs.15 Objective 1: To evaluate emergency physician knowledge of proper child restraint for children 2 to 10 years of age. Hypothesis 1: Emergency physicians with dedicated pediatric training will have greater knowledge of proper child restraint compared with emergency physicians without dedicated pediatric training. Objective 2: To examine emergency physicians' attitudes, beliefs, and perceptions of self-efficacy about their role in MVC-related injury prevention during the ED visit. Hypothesis 2: Pediatric emergency physicians will be more likely than general emergency physicians to view a role for child passenger safety as a part of their clinical work. The second component will focus on booster seat use in vehicles with multiple child passengers. We will conduct a national survey of parents of 4 to 8 year old children using the C.S. Mott Children's Hospital National Children's Health Poll to determine the extent to which 4 to 8 year old children are transported in car pools and to explore parental opinions and experiences related to booster seats when transporting multiple 4 to 8 year old children. Objective 1: To describe, in parents of 4 to 8 year old children, the frequency with which parents drive multiple children and their experiences and opinions related to booster seat use when car pooling. Hypothesis 1: Parents who infrequently drive multiple 4 to 8 year old children will be more likely to use a booster seats for those children compared with parents who car pool often. KW - Belt positioning booster seats KW - Booster seats KW - Child restraint systems KW - Crash injuries KW - Crashes KW - Fatalities KW - Highway safety KW - Hospital emergency rooms KW - Human factors in crashes KW - Physicians KW - Risk analysis UR - http://m-castl.org/node/85 UR - https://trid.trb.org/view/1229726 ER - TY - RPRT AN - 01616158 AU - Choi, Seongcheol AU - Won, Moon AU - Texas Tech University AU - Texas Department of Transportation AU - Federal Highway Administration TI - Construction and Evaluation of Post-Tensioned Pre-stressed Concrete Pavement PY - 2010/01//Technical Report SP - 66p AB - The performance of cast-in-place post-tensioned concrete pavement (PCP) constructed in 1985 on IH-35 in Waco, Texas has been excellent. Encouraged by the performance of the section, the Texas Department of Transportation decided to build another PCP project on IH-35 in Hillsboro. The construction of 9-in. thick PCP with mostly 300-ft long slabs started in May 2008. Issues raised during the pre-construction and construction phases were evaluated and documented in this report. Also, the detailed behavior of PCP at early ages due to environmental loading (temperature and moisture variations) and post-tensioning were evaluated with various installed gages. The strain and movement of PCP as well as temperature and relative humidity were measured. The effects of such factors as post-tensioning (PT) force, friction, curling stress, creep, and shrinkage on the behavior of PCP were investigated. The stress introduced by longitudinal PT varied along the slab length, with a maximum near the armor joint and a minimum at the center of the slab. The concrete strain at mid-depth of the slab under environmental loading was also affected by friction and other restraints. The concrete thermal strain restrained by friction and other factors was larger near the slab center. The distribution of longitudinal slab movement was nonlinear along with the distance from slab center. Continued contraction of concrete slab due to creep and shrinkage was observed, one which will result in the opening of joint width. Creep and shrinkage effects should be included in the design of the initial joint width. The findings from the field evaluations of the PCP behavior were used to calibrate the theoretical analysis model PCP 3.0. KW - Calibration KW - Cast in place concrete KW - Computer models KW - Creep KW - Hillsboro (Texas) KW - Posttensioning KW - Prestressed concrete pavements KW - Shrinkage KW - Strain (Mechanics) KW - Stresses UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/5-4035-01-2_final.pdf UR - https://trid.trb.org/view/1428254 ER - TY - RPRT AN - 01599219 AU - McGee, Hugh W AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Maintenance of Signs and Sign Supports: A Guide for Local Roads Maintenance Personnel PY - 2010/01//Final Report SP - 58p AB - Highway signs are the means by which the road agency communicates the rules, warnings, guidance and other highway information that drivers need to navigate their roads and streets. This guide, which is an update to the same titled guide published in 1990, is intended to help local agency maintenance workers ensure their agency’s signs are maintained to meet the needs of the road user. The guide succinctly covers the following topics: a description of sign types, sign materials and sign supports; sign installation and the elements of a sign management system including inventory, inspection, preventive maintenance, repair and replacement, and recordkeeping. KW - Handbooks KW - Highway maintenance KW - Inspection KW - Installation KW - Preventive maintenance KW - Recordkeeping KW - Sign supports KW - Signs UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/ UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09025/fhwasa09025.pdf UR - https://trid.trb.org/view/1406388 ER - TY - RPRT AN - 01485012 AU - Ghoseiri, Keivan AU - Haghani, Ali AU - Hamedi, Masoud AU - University of Maryland, College Park AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Real-time Rideshare Matching Problem PY - 2010/01//Final Report SP - 74p AB - According to the Commuting in America report, more than 88% of American workers commute to work in private vehicles, which accounts for a daily sum of 166 million miles. The report also indicates that more than 76% of the commuters drive alone, resulting in inefficient use of the transportation infrastructure. Development of programs that encourage ridesharing can alleviate this problem; however, past efforts to promote ridesharing have not achieved full potential due to rigid spatial and temporal requirements of the travel schedules of participating parties. A dynamic rideshare system that takes advantage of real-time passenger demand, vehicle supply, and travel time information can overcome these issues. Real-time rideshare matching differs from the classical rideshare matching in two ways. First, traditional systems assume that the travelers have a fixed schedule and a fixed set of origins and destinations. Real-time systems must take into account each trip individually and be able to match the rides to arbitrary origins and destinations based on the passengers’ and drivers’ preferences. The second major difference is that real time rideshare systems must be able to respond to instant requests in a very short period of time. Numerous papers exist that deal with various aspects of ridesharing; however, few studies have considered the rideshare problem as an optimization problem. Recent technological advances in information technology, communication, and the improvements in the intelligent transportation system (ITS) infrastructure (i.e., availability of real time travel time information and live accident and congestion reports) have added a new dimension to the ridesharing problem. Motivated by the use of technology to improve mobility through efficient use of existing transportation capacity, this project proposes an optimization framework for Automated Real-Time Rideshare Network. KW - Automation KW - Commuting KW - Optimization KW - Origin and destination KW - Real time information KW - Ridesharing KW - United States KW - Work trips UR - http://www.mautc.psu.edu/docs/UMD-2009-04.pdf UR - https://trid.trb.org/view/1253552 ER - TY - RPRT AN - 01482455 AU - Iowa Department of Transportation AU - Applied Pavement Technology, Incorporated AU - Robinson Engineering AU - Federal Aviation Administration TI - Estherville Municipal Airport Pavement Management Report PY - 2010/01 SP - 147p AB - Applied Pavement Technology, Inc., with assistance from Robinson Engineering Company, updated the airport pavement management system (APMS) for the Iowa Department of Transportation. During this project, pavement conditions at Estherville Municipal Airport were assessed in September 2009 using the pavement condition index (PCI) procedure. During a PCI inspection, the types, severities, and amounts of distress present in a pavement are quantified. This information is then used to develop a composite index that represents the overall condition of the pavement in numerical terms, ranging from 0 (failed) to 100 (excellent). The PCI number provides an overall measure of condition and an indication of the level of work that will be required to maintain or repair a pavement. The distress information also provides insight into what is causing the pavement to deteriorate, which is the first step in selecting the appropriate repair action to correct the problem. KW - Airports KW - Estherville Municipal Airport KW - Maintenance management KW - Pavement Condition Index KW - Pavement distress KW - Pavement maintenance KW - Pavement management systems KW - Pavement performance UR - http://www.iowadot.gov/aviation/data_driven/publications/Pavement_condition_index/PCIEST.pdf UR - https://trid.trb.org/view/1251169 ER - TY - RPRT AN - 01472160 AU - Miller, James H AU - Mielke, Jon AU - Scott, Marc AU - Upper Great Plains Transportation Institute AU - Research and Innovative Technology Administration TI - Business Plan for Palace Transit, Mitchell, South Dakota PY - 2010/01 SP - 59p AB - In the summer of 2008, the South Dakota Department of Transportation (SDDOT) asked the Small Urban & Rural Transit Center (SURTC) at North Dakota State University to deliver a hands-on workshop to assist interested transit agencies in preparing business plans for their organizations. Palace Transit was one of four agencies that responded to this invitation. Following an intensive two-day workshop in August 2008 where managers and staff of the participating systems worked on their plans, SDDOT asked SURTC to help the systems complete their plans. Though it had been successful in building an organization to respond to the most pressing public transit needs of the Davison County area, Palace Transit wished to obtain outside assistance to review its existing organization and operations, and to formulate a detailed business plan to guide it for the next three to five years. The plan will allow Palace Transit to assess its strengths and weaknesses and identify additional public transit markets that it could effectively serve. Further, the plan will forecast future capital and operating fund needs, and will help Palace Transit communicate its plans and vision to local stakeholders and funding agencies. KW - Businesses KW - Marketing KW - Palace Transit KW - Planning KW - Public transit KW - South Dakota KW - Transit operating agencies UR - http://www.ugpti.org/pubs/pdf/SP173.pdf UR - https://trid.trb.org/view/1243486 ER - TY - RPRT AN - 01457504 AU - Ong, Ghim Ping AU - Noureldin, Samy AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Automated Pavement Condition Data Collection Quality Control, Quality Assurance, and Reliability PY - 2010/01//Draft Final Report SP - 159p AB - In recent years, state highway agencies have come to understand the need for high quality pavement condition data at both the project and network levels. At the same time, agencies also realize that they have become too dependent on contractors to ensure the quality of the delivered data without any means to independently assure the quality of these delivered data. This research study therefore aims to investigate the inherent variability of the automated data collection processes and proposes guidelines for an automated data collection quality management program in Indiana. In particular, pavement roughness data (in terms of IRI) and pavement surface distress data (in terms of PCR and individual pavement surface distress ratings) are considered in this study. Quality control protocols adopted by the contractor are reviewed and compared against industry standards. A complete quality control plan is recommended to be adopted for all phases of the data collection cycle: preproject phase, data collection phase, and post-processing phase. Quality assurance of pavement condition data can be viewed in terms of (i) completeness of the delivered data for pavement management; (ii) accuracy, precision and reliability of pavement roughness data; and (iii) accuracy, precision and reliability of individual distress ratings and an aggregate pavement condition rating. An innovative two-stage approach is developed in this study to evaluate delivered data for integrity and completeness. Different techniques and performance measures that can be used to evaluate pavement roughness and pavement surface distress data quality are investigated. Causes for loss in IRI and PCR accuracy and precision are identified and statistical models are developed to relate project- and network-level IRIs and PCRs. Quality assurance procedures are then developed to allow highway agencies improve their pavement condition data collection practices and enhance applications in the pavement management systems. KW - Automation KW - Condition surveys KW - Data collection KW - Data quality KW - Indiana KW - Pavement distress KW - Quality assurance KW - Quality control KW - Reliability KW - Roughness UR - http://dx.doi.org/10.5703/1288284314288 UR - https://trid.trb.org/view/1218754 ER - TY - RPRT AN - 01457388 AU - Fitzpatrick, Velvet AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - An Assessment of Delivery Risks in Transportation Projects PY - 2010/01//Final Report SP - 112p AB - A large number of uncertainties exist in the delivery of highway projects, and it is important to describe the extent so that budgeting and programming can be carried out in a manner that duly accounts for such uncertainties. The study investigates the sources of delivery variability (risk factors) that occur in the period between project proposed date and the letting date. Data on 366 highway projects were collected from the Indiana Department of Transportation Management Information Portal. Using statistical and econometric techniques, the data was analyzed to identify the potential risk factors and to determine the magnitude and direction of the influence of these risk factors. The study estimated the delivery variability inherent with each project type, providing a basis for rating highway projects in terms of their delivery risks and for incorporating probabilistic concepts in budgeting and programming. KW - Budgeting KW - Construction projects KW - Construction scheduling KW - Econometrics KW - Indiana KW - Programming (Planning) KW - Risk assessment KW - Road construction KW - Statistical analysis UR - http://dx.doi.org/10.5703/1288284314281 UR - https://trid.trb.org/view/1218747 ER - TY - RPRT AN - 01453699 AU - Ong, Ghim Ping (Raymond) AU - Nantung, Tommy AU - Sinha, Kumares C AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Indiana Pavement Preservation Program PY - 2010/01//Final Report SP - 109p AB - State highway agencies are facing immense pressure to maintain roads at acceptable levels amidst the challenging financial and economic situations. In recent years, pavement preservation has been sought as a potential alternative for managing the pavement assets, believing that it would provide a cost-effective solution in maintaining infrastructural conditions and meeting user expectations. This study explores the potential of pavement preservation concepts in managing the agency‘s pavement assets by attempting to integrate pavement preservation considerations within the network-level pavement management system. Several elements are studied in the report: (i) determining triggers for pavement preservation treatments for use in a PMS, (ii) development of performance models for preservation treatments, (iii) developing a remaining service life approach for strategy comparison at the project level, and (iv) developing a pavement preservation framework that integrates the districts and the central office of a state highway agency. It is found that distress-based decision matrices are found to be more desirable as triggers in the pavement management system, primarily because it can be easily adopted for new and innovative pavement preservation materials and treatments. Pavement performance models (both long term pavement performance and short term performance jumps) are developed and incorporated within a pavement management systems used by highway agencies. By adopting a remaining service life approach to evaluate competing pavement strategies at the project level, it is found that pavement preservation can be a cost-effective solution to preserve our pavement assets on a project level. A pavement preservation framework to integrate project and network level evaluations at the districts and network level evaluation at the central office is developed using the remaining service life concept. Using a sample highway network from the state of Indiana, it is found that the proposed framework is capable of improving the remaining service life of the pavement network as compared to the traditional "worse pavement first" concept. This demonstrates the effectiveness of the pavement preservation concept where agencies can look forward to enjoy a much better remaining service life extension to highway pavement assets when compared to the traditional "worst pavement first" approach. KW - Asset management KW - Indiana KW - Optimization KW - Pavement management systems KW - Pavement performance KW - Preservation KW - Service life UR - http://dx.doi.org/10.5703/1288284314258 UR - https://trid.trb.org/view/1218724 ER - TY - RPRT AN - 01453689 AU - Lee, Jusang AU - Shields, Todd AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Treatment Guidelines for Pavement Preservation PY - 2010/01//Final Report SP - 197p AB - This project presents pavement treatment practice guidelines and a distress identification manual for the purpose of improving the Indiana Department of Transportation (INDOT) pavement preservation practices. The treatment guidelines consist of 10 treatment types for asphalt pavements and composite pavements and 8 treatment types for Portland cement concrete pavement (PCCP). The treatment guidelines include treatment descriptions, benefits, applicable pavement conditions, treatment materials, and treatment procedures. The guidelines are based on information obtained mainly from the INDOT Standard Specification, the INDOT Design Manual, and the INDOT Field Operations Handbook for Crew Leaders. The treatments are covered in the guidelines. The distress identification manual presents the different types of distresses found on the surfaces of asphalt pavement, composite pavement, and PCCP. Each distress type in this manual is presented along with descriptions, causes, measurements, and pictures of each type of distress. The manual is mainly based on the Distress Identification Manual for the Long Term Pavement Performance Program and the INDOT Design Manual. To implement the guidelines and the manuals, training slides were developed and are enclosed in this report. The training slides were developed to address all topics of the pavement preservation treatment area and combine to make one set of training materials suitable for Indiana. The training slides for pavement preservation implementation can help to enhance the overall construction quality of treatments by illustrating the appropriate use of such treatments in applications, thereby contributing to their improved performance. This improvement will help to ensure that the treatments are used to their maximum benefit and efficiency. KW - Asphalt pavements KW - Composite pavements KW - Concrete pavements KW - Indiana KW - Pavement distress KW - Portland cement concrete KW - Preservation KW - Surface treating UR - http://dx.doi.org/10.5703/1288284314270 UR - https://trid.trb.org/view/1218736 ER - TY - RPRT AN - 01444846 AU - Ziegler, Francis G AU - Zainhofsky, Scott D AU - Kuntz, Shawn P AU - North Dakota Department of Transportation AU - Federal Highway Administration TI - Highway Safety Improvement Program Implementation Plan PY - 2010/01 SP - 106p AB - The purpose of the overall Highway Safety Improvement Program (HSIP) is to achieve a significant reduction in traffic fatalities and serious injuries on all public roads through the implementation of infrastructure-related highway safety improvements. The previous HSIP Implementation Plan was published in 2000. Due to regulation/requirement changes, it was in need of updating. Major changes include: In August 2005 the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users legislation was signed into law. This law established the overall HSIP program as a core Federal-Aid program. States are now required to develop a Strategic Highway Safety Plan in consultation with other key state and local highway safety stakeholders. Reporting requirements have changed. KW - Evaluation KW - Highway safety KW - Highway Safety Improvement Program KW - Implementation KW - North Dakota KW - Regulations KW - Reporting requirements KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Strategic planning KW - Transportation planning UR - https://trid.trb.org/view/1212351 ER - TY - RPRT AN - 01381706 AU - United States. Federal Highway Administration (FHWA). Office of International Programs AU - Federal Highway Administration TI - Linking transportation performance and accountability: international technology scanning program: Australia, Great Britain, New Zealand, Sweden Executive Summary PY - 2010/01 SP - 13p AB - For 2 weeks in July and August 2009, a scan team from the United States visited international transportation agencies with mature performance management systems to study how these organizations demonstrate accountability to elected officials and the public. In addition, the team examined how these transportation agencies use goal setting and performance measures to manage, explain, deliver, and adjust their transportation budgets and internal activities. KW - Australia KW - Budget KW - Budgeting KW - International comparison KW - International comparison KW - Level of service KW - Management KW - New Zealand KW - Performance indicators KW - Performance measurement KW - Sweden KW - Transport management KW - Transport management and Security KW - Transport performance KW - United Kingdom UR - http://permanent.access.gpo.gov/gpo3990/pl10009.pdf UR - https://trid.trb.org/view/1149624 ER - TY - RPRT AN - 01367480 AU - Cevallos, Fabian AU - Skinner, Jon AU - Joslin, Ann AU - Ivy, Tekisha AU - Florida International University, Miami AU - Federal Transit Administration TI - Attracting Senior Drivers to Public Transportation: Issues and Concerns PY - 2010/01//Final Report SP - 134p AB - This report was created as a means to help transit agencies attract senior drivers to fixed route transit services. With the number of seniors expected to rise dramatically over the next several decades, additional pressures are being placed upon transit agencies to provide viable alternatives to driving. Despite progress at many agencies, attracting senior drivers is still a significant challenge; many members of the senior population remain unaware or apathetic about recent improvements to transit. Following an in-depth review of the needs, behaviors, and attitudes of elderly individuals and issues they face when riding public transportation, strategies are presented for attracting seniors to transit. The presented strategies are based upon a review of the literature, interviews with various transit agencies, and examination of many agencies’ web sites. Techniques such as ride-free-days, senior passes, neighborhood bus routes, flexible route services, travel training programs, commercial advertisements, and advanced marketing strategies are discussed in detail. Experiences noted at several transit agencies may provide insight for transit planners and marketers trying to improve ridership among the elderly. A list of recommendations is provided at the end of this report that describes potential strategies for bringing the elderly on-board public transportation KW - Aged drivers KW - Marketing KW - Mobility KW - Public transit KW - Ridership KW - Transportation planning UR - http://www.fta.dot.gov/documents/TRANSPO_Attracting_Seniors_Public_Transportation_Final_Report.pdf UR - https://trid.trb.org/view/1135982 ER - TY - RPRT AN - 01343906 AU - Larco, Nico AU - Brode, Juli AU - University of Oregon, Eugene AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - designBridge: Integrating Transportation into Service Learning Design/Build Projects PY - 2010/01//Final Report SP - 32p AB - This educational project joins transportation related issues with community oriented projects through the interdisciplinary work of designBridge, a student-based organization focused on service learning design/build projects. designBridge is based in the Department of Architecture within the School of Architecture and Allied Arts at the University of Oregon. It has members from various departments including Planning, Public Policy, and Management (PPPM), Landscape Architecture, Business, Geography, and Art. Its mission is to employ a service learning model that exposes students to actual architectural and planning projects within the community. The Oregon Transportation Research and Education Consortium's funding supported a transportation-based project during the 2008-09 academic year, exposing students from a range of disciplines to transportation issues while providing a needed transportation-based service to the local community. designBridge offers significant benefits to students, the local community, and the University as a whole. As a pedagogic model, the service learning structure of designBridge promotes students’ engagement in their community while having real world experience related to the process of design and construction. Students were asked to assess the needs of the surrounding community, to understand the value of skills they are learning at the University, to apply those skills to a project, and to provide a needed service. Through this, students were exposed to a diverse range of individuals and community entities in their own area and were introduced to opportunities outside of the typical career trajectory. During the course of this project, students were responsible for client contact, community outreach, project design, development, and final construction. The project identified and discussed in the initial proposal was for Roosevelt Middle School in Eugene, Oregon. Roosevelt was already a participant in the national Safe Routes to School program and had identified the need for a re-design of its current bicycle shelter, as well as general bicycle and alternative transport access onto the school property and the designated shelter area. The condition of the existing bike storage was perceived as a general deterrent to increasing bicycle use and to promoting non-auto Safe Routes to School incentives, such as access to a “Freikometer” (frequent biker meter). designBridge utilized the requested funding to promote an interchange of ideas between the middle school community and university students and for design development of the actual bicycle shelter/access. All labor for the design, drawings and permitting was provided by University students, with participation of representative Roosevelt Middle School faculty, students, active parents, staff and community. It was intended that funds and materials for the construction of the shelter would be acquired by Roosevelt Middle School and all labor for the construction would be provided by University students and community volunteers. This transportation focused project has promoted university student members of designBridge to familiarize themselves with use, planning and design related issues of bicycle transportation. This experience has been effective and highly educational, not only in this specific project, but the knowledge they have gained will be carried with them as they graduate and begin their professional work. This alternate transportation project has had a noticeable effect on the students and community of Roosevelt Middle School, as well as the university students, and taking opportunities to engage in transportation related service-learning projects will undoubtedly have a lasting effect on the community. KW - Bicycle facilities KW - Bicycle parking KW - College students KW - Community based approach KW - Design KW - Design build KW - Education KW - Eugene (Oregon) KW - Outreach KW - Project development KW - School children KW - Service learning projects UR - http://otrec.us/project/247 UR - https://trid.trb.org/view/1106058 ER - TY - RPRT AN - 01343380 AU - Rakha, Hesham A AU - Zohdy, Ismail AU - Park, Sangjun AU - Krechmer, Daniel AU - Cambridge Systematics, Incorporated AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Research and Innovative Technology Administration TI - Microscopic Analysis of Traffic Flow in Inclement Weather--Part 2 PY - 2010/01//Final Report SP - 93p AB - This report documents the second part of the Federal Highway Administration (FHWA) research study involving analysis of the microscopic impacts of adverse weather on traffic flow, but is a third phase of the research effort on the impacts of weather on traffic flow. The first phase of FHWA research involved macroscopic analysis, which focused on the impacts of adverse weather on aggregate traffic flow. The second phase of research analyzed the impacts of adverse weather on microscopic traffic behavior. This report documents the results of three research efforts (1) The impacts of icy roadway conditions on driver behavior at a microscopic level, using field-measured car-following data,; (2) An investigation of the influence of weather precipitation and roadway surface condition on left-turn gap-acceptance behavior using traffic and weather data collected during the winter of 2009-2010 at a signalized intersection in Blacksburg, Virginia; and (3) The development and demonstration of methodologies for the use of weather-related adjustment factors in microsimulation models, including general approaches to construct simulation models accounting for the impact of precipitation. For the third effort, the general approach was applied to the calibration of the VISSIM and INTEGRATION simulation software. KW - Adverse weather KW - Car following KW - Gap acceptance KW - Highway traffic control KW - Human factors KW - Microscopic traffic flow KW - Microsimulation KW - Signalized intersections KW - Traffic models KW - Traffic simulation KW - Weather conditions UR - http://ntl.bts.gov/lib/38000/38000/38026/index.htm UR - http://ntl.bts.gov/lib/38000/38000/38026/matfiw.pdf UR - https://trid.trb.org/view/1105170 ER - TY - RPRT AN - 01342282 AU - Prozzi, Jolanda AU - Persad, Khali AU - Flanagan, Kate AU - Loftus-Otway, Lisa AU - Porterfield, Beth AU - Rutzen, Beatriz AU - Zhao, Mengying AU - Prozzi, Jorge AU - Robertson, Chris AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Toll Roads: What We Know About Forecasting Usage and the Characteristics of Texas Users PY - 2010/01 SP - 31p AB - Road infrastructure is a key component of any region’s transportation system. It allows unprecedented levels of mobility, accessibility, and economic growth. In the U.S., the largest revenue source for the funding of transportation infrastructure is the federal and state fuel taxes. These taxes were conceived in the 1950s as an indirect charge to recover the costs of vehicle travel on the U.S. highway system. However, fuel taxes have not increased with the inflation rate, and are anticipated to decline as fleet fuel efficiency increases. Inadequate funding from fuel taxes, increased demand for transportation, and increasing maintenance needs due to an aging highway system, have resulted in significant deficits along with renewed interest in toll road development, both to finance new roads or add capacity to existing roads. A number of U.S. State Departments of Transportation, including Texas, are actively pursuing tolling as a means to provide much needed capacity sooner. As tolling is considered, reliable traffic and revenue (T&R) forecasts informed by a robust understanding of potential users becomes increasingly important to toll road owners, developers, financiers, and investors, in addition to the consultants who perform these studies. The objectives of this TxDOT research study were to (a) expand upon the analysis conducted by the bond rating agencies that alluded to the existence of an optimism bias in T&R forecasts, and (b) characterize the users and nonusers of Texas toll roads in an effort to conceptualize incentives that can be used to encourage the use of toll roads. KW - Financing KW - Forecasting KW - Highway travel KW - Highways KW - Texas KW - Toll roads KW - Travelers KW - Utilization UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6044_P1.pdf UR - https://trid.trb.org/view/1104417 ER - TY - RPRT AN - 01340415 AU - Whittington, Jordan S AU - Mississippi Department of Transportation AU - Federal Highway Administration TI - Support to Red Hills Fly Ash Experimental Feature PY - 2010/01//Final Report SP - v.p. AB - The Red Hills Plant near Ackerman, Mississippi produces a fly ash that does not meet the ASTM specification for either Class C or F fly ash; however, this material has been successfully used by a local consultant to stabilize embankment material. The purpose of this study is to evaluate this fly ash in a lime-fly ash (LFA) stabilized subgrade application for MDOT road construction. The MDOT Central Laboratory will evaluate a LFA mix design using the Red Hills fly ash for application in a field test section. Based on the results of this study, it is recommended that Red-Hills fly ash be approved for use on MDOT projects. MDOT Materials Division is in agreement with this recommendation and has issued a letter to the products supplier approving their product for use. KW - Lime fly ash KW - Mississippi KW - Road construction KW - Soil cement KW - Soil stabilization KW - Subgrade (Pavements) KW - Subgrade materials UR - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS209.pdf UR - http://ntl.bts.gov/lib/37000/37900/37906/SS209_redhills-fly-ash-final-1.pdf UR - https://trid.trb.org/view/1101899 ER - TY - RPRT AN - 01335491 AU - Fournier, Benoit AU - Berube, Marc-Andre AU - Folliard, Kevin J AU - Thomas, Michael AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Report on the Diagnosis, Prognosis, and Mitigation of Alkali-Silica Reaction (ASR) in Transportation Structures PY - 2010/01//Final Report SP - 154p AB - Alkali-aggregate reaction (AAR) is only one of the many factors that might be fully or partly responsible for the deterioration and premature loss in serviceability of concrete infrastructure. Two types of AAR reaction are currently recognized depending on the nature of the reactive mineral; alkali-silica reaction (ASR) involves various types of reactive silica (SiO2) minerals and alkali-carbonate reaction (ACR) involves certain types of dolomitic rocks (CaMg(CO3)2). Both types of reaction can result in expansion and cracking of concrete elements, leading to a reduction in the service life of concrete structures. This document describes an approach for the diagnosis and prognosis of alkali-aggregate reactivity in transportation structures. A preliminary investigation program is first proposed to allow for the early detection of ASR, followed by an assessment (diagnosis) of ASR completed by a sampling program and petrographic examination of a limited number of cores collected from selected structural members. In the case of structures showing evidence of ASR that justifies further investigations, this report also provides an integrated approach involving the quantification of the contribution of critical parameters with regards to ASR. KW - Alkali aggregate reactions KW - Alkali carbonate reactions KW - Alkali silica reactions KW - Concrete KW - Concrete structures KW - Cores (Specimens) KW - Cracking KW - Expansion KW - Field tests KW - Laboratory tests KW - Service life KW - Transportation infrastructure UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09004/hif09004.pdf UR - https://trid.trb.org/view/1099043 ER - TY - RPRT AN - 01333041 AU - Saint Lawrence Seaway Development Corporation TI - U.S. St. Lawrence Seaway Asset Renewal Program Capital Investment Plan FY 2011-2015 PY - 2010/01 SP - 22p AB - In 2009, the U.S./Canadian binational St. Lawrence Seaway celebrated its 50th year of serving global commerce with a safe, secure, efficient, reliable, and cost competitive transportation route connecting the five Great Lakes to the world. Over those first 50 years, more than 2.5 billion metric tons of cargo has moved through the 15-lock waterway valued at more than $375 billion. Additionally, maritime commerce on the Great Lakes Seaway System provides shippers approximately $3.6 billion in annual transportation cost savings compared to the next least expensive mode of transportation. KW - Canada KW - Cargo facilities KW - Freight traffic KW - Freight transportation KW - International trade KW - Saint Lawrence Seaway KW - United States KW - Water transportation UR - http://www.greatlakes-seaway.com/en/pdf/SLSDC_Asset_Renewal_Plan2011.pdf_old UR - https://trid.trb.org/view/1094847 ER - TY - RPRT AN - 01330154 AU - Bockman, Shel AU - California State University, San Bernardino AU - Research and Innovative Technology Administration TI - 2009/2010 Inland Empire HOV/HOT Lane Survey PY - 2010/01//Final Report SP - 12p AB - High-occupancy toll (HOT) lanes increase utilization of high-occupancy vehicle (HOV) lanes by allowing solo drivers to use the lanes by paying a toll. A telephone survey of 543 drivers in southern California who use HOV lanes being considered for conversion to HOT lanes is used to gauge public support and determine methods of marketing the benefits of HOT lanes. Over two-thirds of respondents do not agree that HOV lanes should be converted to HOT lanes, with objections being primarily economic. Marketing efforts should focus on lane conversion relieving traffic congestion. KW - Economic factors KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Inland Empire (California) KW - Surveys KW - Traffic congestion UR - http://cdm15025.contentdm.oclc.org/cdm/singleitem/collection/p266401coll4/id/5005/rec/1 UR - https://trid.trb.org/view/1086223 ER - TY - RPRT AN - 01328488 AU - Duff, Keegan AU - Van Gerpen, Jon AU - He, B Brian AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Measurement and Control Strategies for Sterol Glucosides to Improve Biodiesel Quality: Isolation and Characterization of Acylated Steryl Glucosides in Oilseed Crops of the Pacific Northwest PY - 2010/01//Final Report SP - 22p AB - Acylated steryl glucosides (ASG), a form of phytosterols, have been identified in a variety of agricultural products, including the oilseeds of soybean and rapeseed. Currently, there are limited data available on the quality and quantity of phytosterols in oilseed crops. During biodiesel production, the esterification of ASG in oil extracts forms steryl glucosides (SG). These steryl glucosides in low concentrations (less than 50ppm) have been implicated in agglomeration of contaminates leading to subsequent filter clogging in biodiesel applications. Limited methods exist for the direct isolation and characterizations of ASG. Methods rely on multistep extraction, saponification, acidification and derivatization for evaluation with GC-MS. The objective of this study is to characterize the ASG in agronomically significant oilseed crops of the Pacific Northwest. In this study, HPLC-ESI-MS and HPLC-APCI-MS techniques were evaluated as characterization tools. Oilseeds have been solvent extracted; continuing work is the characterization using the validated MS techniques of the glycolipid fraction after isolation with preparatory chromatography. Characterization of these natural products is important to the industry for developing strategies to minimize agglomeration in biodiesel. KW - Alternate fuels KW - Biodiesel fuels KW - Fuel composition KW - Fuel processing UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK755_N10-02.pdf UR - https://trid.trb.org/view/1089444 ER - TY - RPRT AN - 01321154 AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long Term Monitoring of Moisture under Pavements PY - 2010/01//Executive Summary Report SP - 3p AB - The research program consisted of three distinct activities. The first activity was a continuation of the monitoring of environmental instrumentation under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio. The measurements made by the Ohio State University (OSU) team at that site consisted of soil moisture, temperature and frost depth profiles. The installation procedures along with the data collected over an eight year period were described in two previous reports. In the second activity, OSU constructed and installed ten siometers to directly measure the pore water pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Those devices were monitored throughout the duration of the current project. In the third activity, a laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented. KW - Data collection KW - Freezing KW - Moisture content KW - Monitoring KW - Pavement performance KW - Service life KW - Soil water KW - Subbase (Pavements) KW - Subsoil UR - http://ntl.bts.gov/lib/34000/34000/34074/134170_ES.pdf UR - https://trid.trb.org/view/1082073 ER - TY - RPRT AN - 01220466 AU - Menches, Cindy L AU - Khwaja, Nabeel AU - Chen, Juan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis of Innovative Contracting Strategies Used for Routine and Preventive Maintenance Contracts PY - 2010/01 SP - 130p AB - Several districts within TxDOT have contracted out a significant portion of their maintenance activities because they do not have sufficient personnel to complete the work in-house. This lack of personnel has created voids in expertise that make outsourcing especially important so that specialty tasks can be completed efficiently. Consequently, TxDOT is faced with a need to expand their maintenance contracted services, and, as a result, they have a need to investigate efficient contracting strategies – beyond their traditional method – that might be implemented now or in the future. Previous studies have presented conflicting results about the effectiveness of innovative maintenance contracting strategies, creating confusion within TxDOT about the factors that contribute to success or how to align maintenance outsourcing goals with an appropriate contracting strategy. Therefore, it is necessary for TxDOT to evaluate the effectiveness of innovative maintenance contracting strategies that are being used nationwide so that they can identify efficient contracting strategies that might be implemented to help them achieve their maintenance goals. Accordingly, the purpose of this research was to develop a decision aid that will assist TxDOT districts with the selection and implementation of appropriate innovative maintenance contracting strategies. KW - Contracting KW - Contracting out KW - Maintenance KW - Maintenance management KW - Preventive maintenance KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6388_P1.pdf UR - https://trid.trb.org/view/968944 ER - TY - RPRT AN - 01219963 AU - Englert, Burkhard AU - Lam, Shui F AU - Chiou, Carroll AU - University of Southern California, Los Angeles AU - METRANS Transportation Center AU - University Transportation Centers Program AU - California State University, Long Beach TI - XML Based Supply Chain Integration at the Los Angeles and Long Beach Ports PY - 2010/01 SP - 50p AB - A cost-benefits analysis of EDI and XML based communication between shipping lines, terminal operators, government agencies, trucking companies, rail operators and other agents at the Los Angeles and Long Beach ports was performed. An analysis was done of the suitability of XML/EDI, EDIINT (Web EDI), Collaboration EDI, The language M, and Web Services for use as communication platforms at the ports. At the Los Angeles and Long Beach ports information is mostly shared in a bilateral manner. An approach where terminals share data with shipping lines/carriers, rail operators, trucking companies, truckers and government agencies using XML based Web Services is analyzed and described. This approach allows agents to either make information accessible through a web browser or through direct computer system to computer system communication. In the latter approach the terminals computer system will function as an automated information clearing house that can provide up-to-date, real-time information to all interested and authorized parties. Web Services furthermore allow securing and authenticating this information, protecting its dissemination. This approach can lead to increased throughput at the ports and an increase in capacity. KW - Electronic data interchange KW - Integrated systems KW - Port of Long Beach KW - Port of Los Angeles KW - Real time information KW - Supply chain management KW - XML (Document markup language) UR - http://www.metrans.org/sites/default/files/research-project/08-11%20Final_0_0.pdf UR - https://trid.trb.org/view/935561 ER - TY - CONF AN - 01208076 AU - Carroll, A A AU - daSilva, M P AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - USDOT Federal Railroad Administration's Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention (3rd). Volume 2. Appendices PY - 2010/01//Final Report SP - 307p AB - The primary purpose of this workshop was to bring together nationally and internationally recognized subject matter experts to collaborate, identify and prioritize specific research needs to facilitate the reduction of highway-rail grade crossing and trespass incidents and fatalities for incorporation into the strategic vision of Federal Railroad Administration (FRA), other United States Department of Transportation (USDOT) modes and their stakeholders. There were approximately 90 participants, including support staff, over the two-and-a-half day workshop, representing the Federal, State, and local governments, as well as railroads, transit agencies, labor unions, academia, non-profit organizations, and consultants. The Research Needs Workshop was organized into six research needs areas and four cross-cutting areas by the steering committee's recommendation. The research needs areas were: Grade Crossing Modernization, Traffic Patterns, New Technology Opportunities, Regulation and Enforcement, Education and Public Awareness and Institutional Issues. The four cross-cutting areas were Human Factors, Transit-Oriented Communities, Data Requirements and Efforts Related to High Speed Rail. This document provides the supporting and ancillary information to the Proceedings report (in Volume I) including presentations and all generated research needs. U1 - United States Department of Transportation (USDOT) Federal Railroad Administrations (FRA) Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass PreventionDepartment of TransportationFederal Railroad Administration-United States StartDate:20090714 EndDate:20090716 Sponsors:Department of Transportation, Federal Railroad Administration KW - Countermeasures KW - Fatalities KW - Grade crossing protection systems KW - Highway safety KW - Incident management KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/118 UR - http://ntl.bts.gov/lib/35000/35000/35021/DOT-VNTSC-FRA-10-03.pdf UR - https://trid.trb.org/view/968946 ER - TY - RPRT AN - 01173819 AU - Owens, Nicholas AU - Armstrong, April AU - Sullivan, Paul AU - Mitchell, Carol AU - Newton, Diane AU - Brewster, Rebecca AU - Trego, Todd AU - Science Applications International Corporation AU - American Transportation Research Institute AU - Federal Highway Administration TI - Traffic Incident Management Handbook PY - 2010/01//Handbook SP - 116p AB - The 2010 version of the TIM Handbook includes the latest advances in TIM programs and practices across the country and offers insights into the latest innovations in TIM tools and technologies. The 2010 TIM Handbook also features a parallel, web-based version that may be conveniently bookmarked, browsed, or keyword-searched for quick reference. This version supersedes the Freeway Incident Management Handbook (published by FHWA in 1991) and the TIM Handbook (published by FHWA in 2000). Readers will find the following topic areas in this Handbook: (1) Introduction: This chapter provides an overview of Traffic Incident Management and sets the context for the 2010 TIM Handbook update. (2) TIM Strategic Program Elements: This chapter details the programmatic structure and institutional coordination necessary for a successful TIM program. (3) TIM Tactical Program Elements: This chapter describes the full range of on-scene operations. (4) TIM Support Program Elements: This chapter describes the communications and technical aspects of successful TIM programs. A quick resource guide titled, “Want to Know More,” follows each chapter and directs readers to supplemental information associated with the specific chapter content. KW - Coordination KW - Emergency medical services KW - Handbooks KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Incident management KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/eto_tim_pse/publications/timhandbook/tim_handbook.pdf UR - https://trid.trb.org/view/934325 ER - TY - RPRT AN - 01173729 AU - Yang, Yizhao AU - Schlossberg, Marc AU - Johnson, Bethany AU - Parker, Robert AU - University of Oregon, Eugene AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Understanding School Travel: How Location Choice and the Built Environment Affect Trips to School PY - 2010/01//Final Report SP - 70p AB - This project investigates issues related to parents’ decisions about children’s school transportation. This has become an important area of research due to the growing concerns that increased reliance on the private automobile in school travel has led to adverse health impacts on children and negative impacts on the environment. This study examines school transportation in the context of where families live and how families make decisions about school travel in the process of choosing their residence. Using a middle-sized school district in Oregon State, the anthors conducted a 5500-household survey and a number of interviews and focus groups. The study shows that parents considered school transportation in their residential location process; their intention to allow their children to walk or bike to school at this stage had significant impacts on later school travel behavior. While acknowledging school travel was not a priority when choosing a residential location, parents with strong preference for children walking or biking to school used the residential location process consciously to live closer to school and in more walkable neighborhoods; but parents were also limited by housing opportunities around schools and in the community. This research suggests the needs for stronger coordination between community land use planning and school planning, and stronger emphasis on changing parents’ attitudes toward children walking or biking to school in programs around safe routes to schools. KW - Attitudes KW - Bicycling KW - Decision making KW - Environmental impacts KW - Focus groups KW - Interviewing KW - Land use planning KW - Location KW - Oregon KW - Parents KW - Public health KW - Safe Routes to School (Program) KW - School children KW - School transportation KW - Surveys KW - Travel behavior KW - Walking UR - http://www.otrec.us/project/184 UR - https://trid.trb.org/view/934611 ER - TY - SER AN - 01164274 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Koerber, Michael AU - Lake Michigan Air Directors Consortium AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Conference Proceedings: Midwest Transportation Air Quality Summit PY - 2010/01//Research Report SP - 33p AB - The Midwest Transportation Air Quality Summit, held from October 27-29, 2009, provided federal, state, regional, and local transportation and air agency representatives with an opportunity to discuss topics affecting both transportation and air quality planning. Conference sessions included state implementation planning activities for new air quality standards, mobile source emission inventories, highway project-level analyses, current diesel engine programs, climate change, mobile source air toxics, and on-going mobile source-related research studies. Attendees included 64 representatives from federal, state, regional, and local transportation or air agencies in the Midwest. States represented included Illinois, Indiana, Iowa, Michigan, Minnesota, Missouri, Ohio, and Wisconsin. A total of 42 presentations were made by 32 speakers. These conference proceedings summarize the presentations and major messages from the conference. KW - Air quality KW - Air quality management KW - Climate change KW - Conferences KW - Environmental policy UR - https://www.ideals.illinois.edu/bitstream/handle/2142/45955/FHWA-ICT-10-062.pdf?sequence=2 UR - https://trid.trb.org/view/923621 ER - TY - RPRT AN - 01164264 AU - Baker, Jason AU - Johnson, Kurt AU - Vachal, Kim AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Implementing Traffic Safety Evaluations to Enhance Roadway Safety PY - 2010/01 SP - 56p AB - Traffic Safety Evaluations consist of a formal examination of the safety and performance of a roadway facility by an independent, multi‐disciplinary team. The purpose of conducting a TSE is to identify potential safety issues and opportunities for safety improvements. A TSE looks to provide a proactive approach in identifying opportunities that eliminate or mitigate safety concerns. The process of conducting a TSE is outlined by the FHWA, and consists of the following steps. 1. Identify the roadway facility or project to be evaluated; 2. Select the independent, multidisciplinary evaluation team; 3. Conduct a pre‐evaluation meeting; 4. Perform field reviews under various conditions; 5. Conduct analysis and document the findings; 6. Present findings to project owner/management; 7. Prepare a formal response; 8. Incorporate findings into the project when appropriate. The main goal of this project is to develop a methodology for identifying and conducting traffic safety evaluations in North Dakota. Specific objectives include the following: 1. Conduct case studies at sites with recognized safety issues; 2. Provide research and information on conducting safety evaluations among county transportation agencies in North Dakota; and 3. Demonstrate the effectiveness of conducting TSEs to agencies in North Dakota and other locations in the mountain-plains region, along with a low-cost improvement tool-kit. KW - Countermeasures KW - Evaluation KW - Highway safety KW - North Dakota KW - Safety programs KW - Traffic safety UR - http://www.mountain-plains.org/pubs/pdf/MPC10-218.pdf UR - https://trid.trb.org/view/921441 ER - TY - SER AN - 01164220 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Wang, Ming AU - Yim, Jinsuk AU - University of Illinois, Chicago AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Monitoring of the I-39 Kishwaukee Bridge PY - 2010/01//Research Report SP - 65p AB - This report details the continuous monitoring of the Kishwaukee Bridge. The data collected includes measurements such as bridge deck acceleration, temperature changes, and crack opening displacement data from local deformation gages. The monitored data also includes modal frequencies, shear strain at known crack locations, and daily truck traffic. The instrument response provides needed information for real-time inspection and planned maintenance and rehabilitation. The main objective of this research was to continue monitoring of the bridge through the retrofitting contract and beyond to validate that the design and retrofitting strategy performed on the bridge arrested the crack growth. The measurements collected from this study will be used to infer possible structural changes and to guide retrofit strategies for compromised components, ensuring the bridge’s integrity and stability into the future. KW - Bridge management systems KW - Bridges KW - Maintenance KW - Retrofitting KW - Structural health monitoring UR - http://hdl.handle.net/2142/45954 UR - https://trid.trb.org/view/923617 ER - TY - RPRT AN - 01164216 AU - He, B Brian AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Thermal Processing of Low-Grade Glycerol to Alcohols for Biodiesel Fuel Production, Phase II PY - 2010/01//Final Report SP - 40p AB - Conversion of crude glycerol to value added products can broaden its use and ultimately reduce the cost of biodiesel production. During the second year of the project, results from previous experiments were used to comprehensively investigate the thermochemical conversion of glycerol. A surface response experiment was conducted to find out the optimum temperature and reaction time. Statistical results showed that the highest ratio of bio-oil to char could be produced at temperature and reaction time of 320 degrees C and 195 minutes. However, the amount of alcohols produced varied significantly such that no clear correlation between these two parameters with respect to the production of alcohols can be concluded. This variation of data suggests that the process involves a complex set of reactions. Nevertheless, a simple first-order kinetics model was able to describe the conversion of glycerol to the different products. A thorough investigation on the effect of initial pressure and type of reducing agent with an improved feeding system were conducted. Results showed that thermochemical conversion of glycerol occurs at 300 degrees C or higher for 60 min, and that the initial pressure and type of reducing agent does not have a significant effect. The results gathered in the project gave sufficient evidence that the thermochemical conversion of glycerol could produce methanol, ethanol and propanol. However, further studies should be conducted to improve the efficiency of the process. An investigation on applications of metal catalysts and reactive distillation technique is under conduction to further explore the parameters affecting process efficiency and the process optimization. KW - Alternate fuels KW - Biodiesel fuels KW - Fuel processing KW - Production methods KW - Thermochemistry UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK754_N10-01.pdf UR - https://trid.trb.org/view/921438 ER - TY - SER AN - 01164208 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Benekohal, Rahim F AU - Hajbabaie, Ali AU - Medina, Juan C AU - Wang, Ming-Heng AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Speed Photo-Radar Enforcement Evaluation in Illinois Work Zones PY - 2010/01//Research Report SP - 165p AB - The effects of an automated Speed Photo-radar Enforcement (SPE) system on the speed of vehicles in highway work zones were evaluated in this study. The SPE effects were also compared to other speed management treatments, including speed display trailers, police presence (with the patrol emergency lights on and off), and the combination of speed display trailer and police presence. Three datasets were collected in two work zones and the effects were studied at the location of the treatment and also at a location about 1.5 miles downstream in the work zone (spatial effects). The halo effects (temporal effects) of police presence and SPE, after they left the work zone, were also analyzed. Results are presented separately for cars and trucks in free-flow and in the general traffic stream in the median and shoulder lanes. SPE reduced the average speed of free flowing cars in the median lane by 6.3-7.9 mph and in the shoulder lane by 4.1-7.7 mph. The reductions brought down the average speeds near or below the posted speed limit of 55 mph. In addition, the SPE reduced the speeding by 40-51% in the median and by 7-57% in the shoulder lane for free flowing cars. Similarly, for free flowing trucks SPE reduced the average speed in the median lane by 3.4-6.9 mph and in the shoulder lane by 4.0-6.1 mph, to speeds below the posted speed limit of 55 mph. SPE also reduced the speeding free flow trucks by 10-53% in the median lane and by 0-56% in the shoulder lane. For the general traffic stream, SPE reduced average speeds by 5.1-8.0 mph in the median lane and by 4.3-7.7 mph in the shoulder lane. Likewise, trucks in the general traffic stream traveled 3.7- 5.7 mph slower in the median and 3.9-6.4 mph slower in the shoulder lane. SPE lowered the average speed of the general traffic stream below the speed limit in all cases. SPE was as effective as the police patrol presence with the emergency lights off. In two of the three datasets, SPE had 2.0-3.8 mph spatial effects on free flowing cars and 1.1-1.9 mph on cars in the general traffic stream. However, on all three datasets SPE had 0.8-5.3 mph spatial effects on free flowing trucks and 0.9-3.2 mph on trucks in the general traffic stream. The reduction in the percentage of downstream speeding drivers varied from 0%-44%. Finally, halo effects were very limited and only observed for SPE on free-flowing heavy vehicles in one work zone and free flowing cars in the second work zone. Police presence did not have halo effects. KW - Automatic speed control KW - Highway operations KW - Illinois KW - Photo radar KW - Police patrol KW - Speed measurement KW - Traffic law enforcement KW - Work zone safety KW - Work zones UR - http://hdl.handle.net/2142/45957 UR - https://trid.trb.org/view/923642 ER - TY - SER AN - 01164202 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Ishii, Audrey L AU - Soong, David T AU - Sharpe, Jennifer B AU - U.S. Geological Survey AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Implementation and Evaluation of the Streamflow Statistics (StreamStats) Web Application for Computing Basin Characteristics and Flood Peaks in Illinois PY - 2010/01//Final Report SP - 50p AB - Illinois StreamStats (ILSS) is a Web-based application for computing selected basin characteristics and flood-peak quantiles based on the most recently (2010) published (Soong et al., 2004) regional flood-frequency equations at any rural stream location in Illinois. Limited streamflow statistics including general statistics, flow durations, and base flows also are available for U.S. Geological Survey (USGS) streamflow-gaging stations. ILSS can be accessed on the Web at http://streamstats.usgs.gov/ by selecting the State Applications hyperlink and choosing Illinois from the pull-down menu. ILSS was implemented for Illinois by obtaining and projecting ancillary geographic information system (GIS) coverages; populating the StreamStats database (StreamStatsDB) with streamflow-gaging station data; processing the 30-meter digital elevation model (DEM) for Illinois to conform to streams represented in the National Hydrography Dataset 1:100,000 stream coverage; and customizing the Web-based Extensible Markup Language (XML) programs for computing basin characteristics for Illinois. The basin characteristics computed by ILSS then were compared to the basin characteristics used in the published study, and adjustments were applied to the XML algorithms for slope and basin length. Testing of ILSS was accomplished by comparing flood quantiles computed by ILSS at an approximately random sample of 170 streamflow-gaging stations computed by ILSS with the published flood-quantile estimates. Differences between the log-transformed flood quantiles were not statistically significant at the 95-percent confidence level for the State as a whole, nor by the regions determined by each equation, except for region 1, in the northwest corner of the State. In region 1, the average difference in flood-quantile estimates ranged from 3.76 percent for the 2-year flood quantile to 4.27 percent for the 500-year flood quantile. The total number of stations tested in region 1 was small (21) and the mean difference is not large (less than one-tenth of the average prediction error for the regression-equation estimates). The sensitivity of the flood-quantile estimates to differences in the computed basin characteristics are determined and presented in tables. A test of usage consistency was conducted by having at least 7 new users compute flood-quantile estimates at 27 locations. The average maximum deviation of the estimate from the mode value at each site was 1.31 percent for the 100-year flood quantile after four mislocated sites were removed. A comparison of manual 100-year flood-quantile computations with ILSS computations at 34 sites indicated no statistically significant difference. ILSS appears to be an accurate, reliable, and effective tool for flood-quantile estimates. KW - Databases KW - Drainage basins KW - Flood hydrographs KW - Floods KW - Geographic information systems KW - Rural areas KW - Streamflow KW - Web applications KW - XML (Document markup language) UR - https://www.ideals.illinois.edu/bitstream/handle/2142/45956/FHWA-ICT-10-063.pdf?sequence=2 UR - https://trid.trb.org/view/923630 ER - TY - RPRT AN - 01163735 AU - Agent, Kenneth R AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Evaluation of Rumble Stripes PY - 2010/01//Research Report SP - 32p AB - Lane departure has been shown to be a major cause of serious traffic crashes. Installing a rumble strip on the shoulders of two lane roads provides drivers with an audible warning that they are leaving their lane of travel. Painting the edge line on the rumble strip has the possible benefit of providing more wet, nighttime delineation through the portion of the edge line painted on the sloped portion of the groove. The objectives of this study were to: a) monitor the initial installations of rumble stripes and b) evaluate the results of rumble stripe installations. Ten rural, two-lane road locations were selected by the Kentucky Transportation Cabinet across the state for the initial installations. A total of 67.7 miles were included with the installations completed in the summer of 2009. The locations were selected after a review of crash records. The crash data show that the most common type of crash before the installations was a single vehicle type of crash. This is the type of crash that shoulder rumble stripes are designed to reduce. There was a very small percentage of the opposite direction type of crash. The results of the current evaluation support additional installations of rumble stripes. The crash history at the original installations will be monitored. Recommendations relating to the installation procedure were made to consider for future rumble stripe installations. KW - Before and after studies KW - Edge lines KW - Field tests KW - Kentucky KW - Lane departures KW - Ran off road crashes KW - Rumble strips KW - Single vehicle crashes KW - Two lane highways UR - http://www.ktc.uky.edu/files/2012/06/KTC_10_01_SPR_330_07_4I.pdf UR - https://trid.trb.org/view/923900 ER - TY - RPRT AN - 01163060 AU - Taylor, Josef C AU - Stanton, John F AU - University of Washington, Seattle AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Friction Coefficients for Stainless Steel (PTFE) Teflon Bearings PY - 2010/01//Final Report SP - 125p AB - This report describes a study on sliding bridge bearings made from PTFE and stainless steel. Such bearings are commonly made from sheet PTFE and stainless steel polished to a #8 mirror finish. That surface finish is the only one for which the AASHTO LRFD Design Specifications provide design values of the friction coefficient. However, it can be expensive and difficult to obtain. The objective of the work was to determine the suitability of stainless steel with a 2B surface finish in sliding bearings. 2B stainless steel is produced by cold rolling and is not polished. It is thus more readily available and less expensive, but it has a rougher finish. A program of tests was undertaken to investigate the coefficient of friction and the wear characteristics of sliding bearings. Three stainless steel surface finishes were used: #8 mirror (as a reference), 2B, and a rough hot-rolled finish that was initially supplied by the Wisconsin Department of Transportation. The results of the tests were analyzed and recommendations were prepared. Friction between PTFE and a hard material such as stainless steel varies with many parameters, the most important of which are: surface finish, contact pressure, sliding speed, slide path and temperature. The first four of these were addressed in the tests; low temperature testing requires special equipment that lay outside the scope of the project. The test results shared many characteristics with those found in previous studies. Static, or breakaway, friction is higher than sliding friction. The coefficient of friction is sensitive to contact pressure (unlike, for example, steel on steel, for which it is essentially independent of contact pressure), and increases at low pressure. It increases as sliding speed increases, although, within the range of sliding speeds expected in a non-seismic application, the sensitivity is not great. By contrast, the effects of slide path were unexpected. For the mirror finish material, the coefficient of friction rose with increasing slide path, for the rough hot-rolled material, it fell, and for the 2B material it remained almost constant, even over one very long slide path test of three-quarters of a mile. At the end of each long slide-path test, the mirror finish material almost always displayed the highest friction coefficient. This result was counter-intuitive, but was consistent across essentially all tests with the three materials. Wear of the PTFE was also measured, and was found to be very low for the 2B finish. A general equation was developed from the test data with which to predict the friction coefficient as a function of surface finish, contact pressure, sliding speed and slide path. Computations were done to estimate the slide path demand in a real bridge. It was found to vary greatly among bridges, and to depend on column stiffness, span length, superstructure type and details, and temperature profile. 2B surface finish stainless steel displayed stable and relatively low friction properties, based on which it was deemed to be a suitable alternative to #8 mirror finish, subject to the caveat that its performance characteristics at low temperature are unknown. KW - Bridge bearings KW - Coefficient of friction KW - Contact pressure KW - Laboratory tests KW - Polytetrafluoroethylene KW - Stainless steel KW - Wear UR - http://minds.wisconsin.edu/bitstream/handle/1793/53044/08-13%2520Final%2520Report%2520.pdf UR - https://trid.trb.org/view/923626 ER - TY - RPRT AN - 01162114 AU - Federal Highway Administration TI - Southeast Connector in Des Moines, Polk County : environmental impact statement PY - 2010/01//Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/923099 ER - TY - RPRT AN - 01162046 AU - Federal Transit Administration TI - University Corridor fixed guideway in Houston, Harris County : environmental impact statement PY - 2010/01//Volumes held: Draft(2v), Final(3v)(v.3 fol) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/923030 ER - TY - RPRT AN - 01159591 AU - Krugler, Paul E AU - Chang-Albitres, Carlos M AU - Feldman, Richard M AU - Butenko, Sergiy AU - Kang, Dong Hun AU - Seyedshohadaie, Reza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Decision-Making Support Tools for Early Right-of-Way Acquisitions PY - 2010/01//Technical Report SP - 120p AB - This report documents the work performed during phase two of Project 0-5534, “Asset Management – Texas Style.” This phase included gathering historical Texas Department of Transportation (TxDOT) right-of-way acquisition information, analyzing statistical information, and then developing simulation and optimization tools for TxDOT right-of-way sections and budget decision makers. These tools are designed to provide decision support as optimal strategies for early right-of-way acquisition. The use of early right-of-way acquisition methods are considered at project, district, and state levels. Implementation planning includes cooperative use of the tools with selected districts. This project also included a research team review of TxDOT’s fleet vehicle replacement strategies and assessment of potential use of business science tools to assist decision makers in this area of operations. KW - Decision making KW - Decision support systems KW - Fleet management KW - Implementation KW - Property acquisition KW - Right of way (Land) KW - Strategic planning KW - Texas KW - Vehicle replacement UR - http://tti.tamu.edu/documents/0-5534-2.pdf UR - https://trid.trb.org/view/920188 ER - TY - RPRT AN - 01159276 AU - Tison, Julie AU - Williams, Allan F AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Analyzing the First Years of the "Click It or Ticket" Mobilizations PY - 2010/01//Final Report SP - 100p AB - The "Click It or Ticket" seat belt enforcement programs conducted between 2000 and 2006 were an important factor in increasing seat belt use nationwide and in virtually all States. This was the case for observed belt use, belt use in fatalities, and self-reported seat belt use. As enforcement programs continued across the country and belt use increased, public awareness and attitudes changed as well, with growing support for primary belt laws and belt enforcement. Among States with secondary seat belt enforcement laws, where an officer must first stop a vehicle for some other violation before issuing a seat belt citation, the States that increased seat belt use the most had greater levels of enforcement. Primary law States (where an officer can issue a belt citation upon observing an unbelted motorist like all other traffic laws) had substantially higher seat belt use and higher levels of enforcement than secondary States. States that converted from secondary to primary laws during the period showed the greatest increase in belt use. The five States that had the greatest increase in belt use (Utah, Michigan, North Dakota, Alabama, and Alaska) were compared with the five States with the smallest increases (Louisiana, North Carolina, Virginia, South Carolina, and Montana). While average media expenditures were similar, enforcement rates were almost twice as high in the States showing the greater increases. Support for "Click It or Ticket" programs remains high in most States, and it is likely that continuation of State programs with high enforcement intensity will be capable of producing further increases in belt use. The key to increasing seat belt use beyond 83% nationally are likely "Click It or Ticket" programs aimed at the general driving population, supplemented by special programs targeting low-use groups such as occupants of pickup trucks, residents of rural areas, and nighttime drivers. KW - Click It or Ticket KW - Primary seat belt laws KW - Safety programs KW - Seat belt use KW - Seat belts KW - Secondary seat belt laws KW - States KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811232.pdf UR - https://trid.trb.org/view/919840 ER - TY - RPRT AN - 01158853 AU - Jenkins, Brian Michael AU - Butterworth, Bruce R AU - Gerston, Larry AU - San Jose State University AU - California Department of Transportation AU - Department of Homeland Security AU - Research and Innovative Technology Administration TI - Supplement to MTI Study on Selective Passenger Screening in the Mass Transit Rail Environment PY - 2010/01 SP - 58p AB - This report reviews current screening programs implemented (or planned) by nine transit agencies, identifying best practices. The authors also discuss why three other transit agencies decided not to implement passenger screening at this time. The supplement reconfirms earlier conclusions that selective screening is a viable security option, but that effective screening must be based on clear policies and carefully managed to avoid perceptions of racial or ethnic profiling, and that screening must have public support. The supplement also addresses new developments, such as vapor-wake detection canines, continuing challenges, and areas of debate. This is a supplement that updates and adds to the Mineta Transportation Institute's 2007 report, "Selective Screening of Rail Passengers." KW - Passenger screening KW - Passenger security KW - Racial profiling KW - Rail transit KW - Security KW - Terrorism KW - Transit operating agencies UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/Selective%20Screening%20Supplement%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918704 ER - TY - RPRT AN - 01158850 AU - San Jose State University AU - California Department of Transportation AU - Research and Special Programs Administration TI - Bringing World-Class High-Speed Rail to America PY - 2010/01 SP - 30p AB - The 12th Annual Transportation & Infrastructure Summit was held in Irving, Texas, on August 11–14, 2009. A special session, “Bringing World-Class High-Speed Rail to America,” featured representatives from three proposed regional high-speed rail projects currently planned for the United States. A member of the California Assembly described the California High-Speed Rail Initiative. The executive director for the Midwest High-Speed Rail Association discussed how regional initiatives were working toward improving current Midwestern rail corridors and upgrading to high-speed levels to increase mobility. The chair of the Texas High-Speed Rail and Transportation Corporation shared the organization’s vision and details of the Texas “T-Bone” high-speed rail project. KW - California High Speed Rail Authority KW - High speed rail KW - Midwest High-Speed Rail Association KW - Regional planning KW - Texas High Speed Rail Corporation KW - Transportation policy UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/Bringing%20World-Class%20%28with%20covers%29.pdf UR - https://trid.trb.org/view/918695 ER - TY - RPRT AN - 01158832 AU - Jenkins, Brian Michael AU - Butterworth, Bruce R AU - Poe, William T AU - Reeves, Douglas AU - Shrum, Karl S AU - Trella, Joseph Edward AU - San Jose State University AU - Department of Homeland Security AU - Research and Innovative Technology Administration TI - Potential Terrorist Uses of Highway-Borne Hazardous Materials PY - 2010/01 SP - 80p AB - This report examines the risks of terrorists using highway shipments of flammable liquids (e.g., gasoline tankers) to cause casualties and ways to reduce those risks. It summarizes key judgments regarding the current status of threats of attack. It analyzes commodity flows of flammable liquids, flammable gases, truckload explosives and toxic inhalation hazards to determine the availability of such materials while they are being transported. It assesses the potential destructive effects of the four types of hazardous materials. The report looks at information from public sources, such as accident databases and news reports, which terrorists could use. It reviews the current state of security regulation and recommended practices. It concludes by providing an analysis of the threats and potential attacks. KW - Explosives KW - Flammable liquids KW - Flammable materials KW - Hazardous materials KW - Highway transportation KW - National security KW - Terrorism UR - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/%282981%29%20Potential%20Terrorist%20Uses%20of%20Highway-Borne%20Hazardous%20%28with%20Covers%29.pdf UR - https://trid.trb.org/view/918702 ER - TY - RPRT AN - 01158402 AU - Kack, David AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Transit Administration TI - Transportation Toolkit: United We Ride Project. Executive Summary PY - 2010/01 SP - 5p AB - Transportation coordination can be used to expand the availability of public transportation services in states like Montana with large rural and frontier areas. Local communities interested in improving mobility face unique challenges such as limited fiscal resources, scattered populations, and long distances between destinations. Coordination can help public and private agencies work together to pool and share resources, sometimes resulting in an expansion of service without a major increase in total funding. As a result of requirements contained within the national surface transportation bill (SAFETEA-LU), the Montana Department of Transportation (MDT) now requires locally developed coordination plans for those applying for public transportation funds. However, many communities, agencies and individuals lack training or understanding of these issues, and need new tools to understand and comply with these processes. The overarching goal of this project was to further enhance the coordination/consolidation process in Montana, in order to improve specialized and public transportation systems in more communities throughout the state. Specific objectives included: survey Transportation Advisory Committees (TACs) in the state to determine their needs; create a set of tools to assist TACs with their processes; and provide training events for stakeholders. This executive summary summarizes project activities for accomplishing these goals. KW - Committees KW - Coordination KW - Local government agencies KW - Mobility KW - Montana KW - Private enterprise KW - Public transit KW - Rural areas KW - Stakeholders KW - Toolkits UR - http://www.westerntransportationinstitute.org/documents/reports/4W1869_Executive_Summary.pdf UR - https://trid.trb.org/view/919014 ER - TY - RPRT AN - 01158398 AU - Kack, David AU - Western Transportation Institute AU - Federal Highway Administration TI - Transportation Toolkit for Federal Land Managers: Phase II. Executive Summary PY - 2010/01 SP - 4p AB - Beginning in 2003, the Federal Highway Administration's Central Federal Lands Highway Division sponsored the first phase of this project. The objective was to develop an interactive decision support system software “toolkit,” which would help Federal land managers to analyze and resolve transportation challenges in their respective units. The Toolkit was created to be a “clearinghouse” of information providing a decision support system, challenges-solution matrix, and fact sheets, along with up-to-date contact information. The toolkit was originally conceived as an interactive CD-ROM. Over the course of the project, it evolved into a web-based toolkit. The original version of the toolkit was completed in 2006, and launched on the Central Federal Lands Highway Division website in January 2007. At the end of 2006, the Central Federal Lands Highway Division agreed to partner with the Western Transportation Institute, Montana State University, for a second phase of this project. The overall goal was to identify and implement potential upgrades and expansions to the Toolkit. This executive summary discusses project activities to accomplish this goal and the current status of the Toolkit. KW - Central Federal Lands Highway Division KW - Decision support systems KW - Federal lands KW - Land use planning KW - Management KW - Toolkits KW - Transportation planning UR - http://www.westerntransportationinstitute.org/documents/reports/4W1307_Exec_Summary.pdf UR - https://trid.trb.org/view/919017 ER - TY - RPRT AN - 01157633 AU - Wu, Zheng AU - Groeger, Jonathan L AU - Simpson, Amy L AU - Hicks, R Gary AU - MACTEC Engineering and Consulting, Incorporated AU - California Pavement Preservation Center AU - Federal Highway Administration TI - Performance Evaluation of Various Rehabilitation and Preservation Treatments PY - 2010/01//Draft Report SP - 97p AB - The pavement preservation philosophy has seen increased adoption in State Departments of Transportation (DOTs) across the United States as a result of the successful educational and outreach programs instituted by the Federal Highway Administration (FHWA) and other pavement preservation organizations over the past decade. The fact remains that the effectiveness of pavement preservation activities has not been well documented or publicized throughout the United States. Intuitively for pavement professionals the philosophy makes perfect sense, however, hard facts supporting this stance are still elusive except for anecdotal examples. The objective of this study was to conduct a synthesis to highlight the degree to which pavement preservation treatments (including minor rehabilitation treatments) extend the service life of pavements with or without adding strength. This study was carried out by conducting a study of six target states that were known to perform, collectively, the totality of all treatments under consideration. The results of this study are summarized in a series of tables documenting the data provided by the states. A summary of each treatment’s performance is also contained in this report. A series of observations, conclusions, and recommendations are also included. The findings of this activity will be used to provide support for FHWA policy guidance related to pavement maintenance and minor rehabilitation, commonly referred to as pavement preservation. KW - Pavement maintenance KW - Pavement preservation KW - Pavements KW - Rehabilitation (Maintenance) KW - Service life KW - Tables (Data) UR - http://www.fhwa.dot.gov/pavement/preservation/pubs/perfeval/perfeval.pdf UR - https://trid.trb.org/view/918547 ER - TY - RPRT AN - 01157120 AU - Department of Transportation AU - Pipeline and Hazardous Materials Safety Administration TI - Standard Operating Procedures for the Evaluation and Issuance of Explosive Classification Approvals PY - 2010/01 SP - 9p AB - This document outlines the standard operating procedures for the evaluation and issuance of Explosive Classification Approvals (EX Approvals) by the Pipeline and Hazardous Materials Safety Administrations Office of Hazardous Materials Safety (PHMSA). This document supplements PHMSAs programmatic document: Approvals Program Standard Operating Procedures. The authority to issue such approvals is delegated to PHMSA by the Secretary of Transportation in accordance with the Federal hazardous materials transportation law (Federal hazmat law; 49 U.S.C. SC 5101 et seq.) and the specific procedures for the issuance of EX Approvals are delineated in the Hazardous Materials Regulations (HMR; 49 CFR Parts 100-180). Prior to their transport in commerce, new explosives must be approved by PHMSA in accordance with 49 CFR 173.56. KW - Evaluation and assessment KW - Explosives KW - Hazardous materials KW - Pipeline facilities KW - Pipelines KW - Standard operating procedures KW - Technical assistance UR - https://trid.trb.org/view/917275 ER - TY - RPRT AN - 01156985 AU - Federal Highway Administration TI - Assessment of FHWA Oversight of the Highway Bridge Program and the National Bridge Inspection Program PY - 2010/01 SP - 21p AB - This report presents the results of our assessment of the Federal Highway Administrations (FHWA) oversight of the Highway Bridge Program (HBP) and the National Bridge Inspection Program (NBIP), and FHWAs efforts to monitor states use of Federal-aid for bridges. While some progress has been made in recent years to reduce the number of deficient bridges, maximizing Federal surface transportation investments to improve current bridge conditions is a major challenge for FHWA. According to the American Association of State Highway and Transportation Officials (AASHTO), the average bridge in the United States is 43 years old and, according to FHWA, about one in four of the Nations more than 600,000 bridges are deficient. FHWA has estimated that as much as $65 billion would be needed to address current bridge deficiencies and other needed improvements.1 The collapse of the Interstate 35W (I-35W) Bridge in Minneapolis, Minnesota, on August 1, 2007, killing 13 people, underscored the importance of strong bridge safety programs and the need to maximize investments to improve bridge conditions. With the enactment of the American Recovery and Reinvestment Act (ARRA) of 20092 comes an unprecedented opportunity to fund $27.5 billion worth of highway infrastructure projects, including those related to bridges. KW - Aging infrastructure KW - Bridge design KW - Bridge inspection KW - Bridge maintenance KW - Bridges KW - Collapse properties KW - Inspection KW - Minneapolis Bridge Collapse, 2007 UR - https://trid.trb.org/view/916562 ER - TY - RPRT AN - 01156877 AU - Carroll, Anya A AU - daSilva, Marco P AU - Ngamdung, Tashi AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - USDOT Federal Railroad Administration’s Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention: Volume I—Summary of Results PY - 2010/01//Final Report SP - 155p AB - On July 14-16, 2009 the John A. Volpe National Transportation Center hosted the United States Department of Transportation (USDOT) Federal Railroad Administration’s (FRA) Third Research Needs Workshop on Highway-Rail Grade Crossing Safety and Trespass Prevention (workshop). The primary purpose of this workshop was to bring together nationally and internationally recognized subject matter experts to collaborate, identify and prioritize specific research needs to facilitate the reduction of highway-rail grade crossing and trespass incidents and fatalities for incorporation into the strategic vision of FRA, other USDOT modes and their stakeholders. There were approximately 90 participants, including support staff, over the two-and-a-half day workshop, representing the Federal, State, and local governments, as well as railroads, transit agencies, labor unions, academia, non-profit organizations, and consultants. The workshop was organized into six research needs areas and four cross-cutting areas by the Steering Committee's recommendation. This report (Volume I) provides specific information on all 80 research needs developed at the workshop, a discussion and analysis of these needs, balloting results, and details the top priority research needs, as identified by the workshop attendees. KW - Countermeasures KW - Fatalities KW - Incident management KW - Needs assessment KW - Prevention KW - Railroad grade crossings KW - Railroad safety KW - Research KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/117 UR - https://trid.trb.org/view/917683 ER - TY - RPRT AN - 01156586 AU - Wolfe, William E AU - Butalia, Tarunjit S AU - Howdyshell, James R AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long Term Monitoring of Moisture under Pavements PY - 2010/01//Final Report SP - 109p AB - Monitoring of the environmental instrumentation installed under select pavement sections constructed by the Ohio Department of Transportation (ODOT) in 1995 on US 23 in Delaware County, Ohio was continued. The measurements made consisted of soil moisture, temperature and frost depth profiles. Ohio State University constructed and installed tensiometers to directly measure the porewater pressures in the subsurface soils at seven locations at the DEL23 SHRP test road (four during original road construction and three more in 2002). Tensiometers were also installed and monitored at seven additional locations within the state. Those devices were monitored throughout the duration of the current project. A laboratory testing program was conducted to identify relationships between static soil properties and the design resilient modulus for compacted cohesive subgrade soils. Resilient modulus as well as classification and strength tests were performed on cohesive soil samples. The program to establish the relationships between dynamic soil behavior and static properties is described and a predictive tool developed through the use of artificial neural networks is presented. KW - Cohesive soils KW - Delaware County (Ohio) KW - Frost KW - Frost depth KW - Laboratory tests KW - Modulus of resilience KW - Monitoring KW - Neural networks KW - Pore water pressures KW - Soil classification KW - Soil strength KW - Soil water KW - Subgrade (Pavements) KW - Temperature KW - Tensiometers UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2010/Pavement/134170_FR.pdf UR - http://ntl.bts.gov/lib/34000/34000/34075/134170_FR.pdf UR - https://trid.trb.org/view/917270 ER - TY - RPRT AN - 01155818 AU - Brill, D R AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Calibration of Faarfield Rigid Pavement Design Procedure PY - 2010/01//Final Report SP - 73p AB - The Federal Aviation Administration (FAA)-developed Rigid and Flexible Iterative Elastic Layer Design (FAARFIELD) is a computer-based thickness design procedure for airport pavements. For rigid pavements and overlays, the procedure combines a three-dimensional finite element analysis of the rigid pavement system with a performance/failure model based on full-scale traffic tests. For flexible pavements, FAARFIELD uses the same structural response and failure models as LEDFAA version 1.3. The updated rigid pavement failure model in FAARFIELD is based on full-scale tests results from the National Airport Pavement Test Facility and a re-analysis of historical full-scale tests conducted by the U.S. Army Corps of Engineers prior to the 1970s. The FAARFIELD design procedure is intended to supersede the pavement thickness design curves in FAA Advisory Circular (AC) 150/5320-6D. The design curves are considered adequate for traffic mixes including aircraft up to dual-tandem aircraft gears, including the Boeing 747, but cannot be used for newer models with more complex gear geometries. Since it is desirable that rigid pavement thickness designs performed using FAARFIELD not deviate too greatly from equivalent designs using the existing design charts when the design aircraft mix is restricted to the older models, a calibration study was performed. Based on this study, a calibration factor equal to 1.12 was applied to FAARFIELD design stresses to ensure that FAARFIELD rigid pavement design thicknesses are compatible with the earlier procedure for aircraft traffic up to and including the B747. An additional analysis was performed comparing the calibrated FAARFIELD designs with designs based on a modification of the AC 150/5320 KW - Aircraft operations KW - Airport runways KW - Calibration KW - Finite element method KW - Flexible pavements KW - Pavement design KW - Rigid pavements KW - Structural analysis KW - Structural design UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0957.pdf UR - https://trid.trb.org/view/916411 ER - TY - RPRT AN - 01155720 AU - Rydlund, Paul H AU - U.S. Geological Survey AU - Missouri Department of Transportation AU - Federal Highway Administration TI - IBRD Sonar Scour Monitoring Project: Real-Time River Channel-Bed Monitoring at the Chariton and Mississippi Rivers in Missouri, 2007-09 PY - 2010/01//Final Report SP - 33p AB - Scour and depositional responses to hydrologic events have been important to the scientific community studying sediment transport as well as potential effects on bridges and other hydraulic structures within riverine systems. A river channel-bed monitor composed of a single-beam transducer was installed on a bridge crossing the Chariton River near Prairie Hill, Missouri (structure L-344) as a pilot study to evaluate channel-bed change in response to the hydrologic condition disseminated from an existing streamgage. Initial results at this location led to additional installations in cooperation with the Missouri Department of Transportation at an upstream Chariton River streamgage location at Novinger, Missouri (structure L-534) and a Mississippi River streamgage location near Mehlville, Missouri (structures A-1850 and A-4936). In addition to stage, channel-bed elevation was collected at all locations every 15 minutes and transmitted hourly to a U.S. Geological Survey database. Bed elevation data for the Chariton River location at Novinger and the Mississippi River location near Mehlville were provided to the World Wide Web for real-time monitoring. Channelbed data from the three locations indicated responses to hydrologic events depicted in the stage record; however, notable bedforms apparent during inter-event flows also may have affected the relation of scour and deposition to known hydrologic events. Throughout data collection periods, Chariton River locations near Prairie Hill and Novinger reflected bed changes as much as 13 feet and 5 feet. Nearly all of the bed changes correlated well with the hydrographic record at these locations. The location at the Mississippi River near Mehlville indicated a much more stable channel bed throughout the data collection period. Despite missing data resulting from damage to one of the river channel-bed monitors from ice accumulation at the upstream nose of the bridge pier early in the record, the record from the downstream river channel-bed monitor demonstrated a good correlation (regardless of a 7 percent high bias) between bedform movement and the presence of bedforms surrounding the bridge as indicated by coincident bathymetric surveys using multibeam sonar. KW - Bathymetry KW - Bridges KW - Channels (Waterways) KW - Chariton River KW - Data collection KW - Deposition KW - Hydrographs KW - Hydrology KW - Mississippi River KW - Missouri KW - Monitoring KW - Real time information KW - Rivers KW - Scour KW - Sonar KW - Stream gages KW - Streambeds UR - http://library.modot.mo.gov/RDT/reports/Ri08002/or10015.pdf UR - https://trid.trb.org/view/916382 ER - TY - RPRT AN - 01155656 AU - Chambers, M AU - Bureau of Transportation Statistics TI - Ocean Passenger Vessels: Migrating South for the Winter. Special Report PY - 2010/01 SP - 3p AB - In response to consumer demand, the passenger vessels that operate from seaports along the Atlantic, Gulf, and Pacific coasts alternate between north and south. Passenger vessels that sail out of ports such as New York, Baltimore and Seattle in the summer, lift anchor and steam for departure ports such as Miami, Tampa and Los Angeles, or overseas markets during the cold winter months. This phenomenon has grown in recent years as cruise lines increased the number of close-to-home departure ports in the north. KW - Cruise ships KW - Migration KW - Mobility KW - Passenger transportation KW - Ports KW - Statistical analysis KW - Travel demand KW - Water transportation KW - Winter UR - http://www.bts.gov/publications/bts_special_report/2010_01_20/ UR - http://www.bts.gov/publications/bts_special_report/2010_01_20/html/entire.html UR - http://www.bts.gov/publications/bts_special_report/2010_01_20/pdf/entire.pdf UR - https://trid.trb.org/view/916366 ER - TY - RPRT AN - 01155643 AU - Chambers, M AU - Bureau of Transportation Statistics TI - U.S. Ocean Passenger Terminals: Serving Larger Vessels Closer to Home and Central Transit Connections. Special Report PY - 2010/01 SP - 6p AB - The ocean passenger industry has undergone substantial changes in recent years. In response to market conditions, passenger vessel operators are deploying larger vessels, cutting fares, changing destinations, and embarking from seaports closer to travelers in major metropolitan areas. In the United States, many new and renovated ocean passenger terminals have opened in port cities along the Atlantic and Pacific coasts, as well as across the Gulf coast, to help accommodate these changes. KW - Cruise ships KW - Marine terminals KW - Passenger ships KW - Passenger terminals KW - Passenger transportation KW - Ports KW - Statistical analysis KW - Vessel operations KW - Water traffic KW - Water transportation UR - http://www.bts.gov/publications/bts_special_report/2010_01_19/pdf/entire.pdf UR - https://trid.trb.org/view/916367 ER - TY - RPRT AN - 01155373 AU - Bonaquist, Ramon AU - Advanced Asphalt Technologies, LLC AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Wisconsin Mixture Characterization Using the Asphalt Mixture Performance Tester (AMPT) on Historical Aggregate Structures PY - 2010/01//Final Report SP - 123p AB - This research evaluated the stiffness and permanent deformation properties of typical Wisconsin Department of Transportation (WisDOT) asphalt mixtures using the Asphalt Mixture Performance Tester (AMPT) and associated test and analysis procedures. Dynamic modulus master curve and flow number data were collected for 12 different good performing asphalt mixtures representing typical mixture design practice in Wisconsin. The data were analyzed to determine the sensitivity of the AMPT tests to changes in key mixture design factors associated with rutting resistance. A database of dynamic modulus master curve and flow numbers was assembled for use in future mechanistic pavement design related efforts. KW - Asphalt Mixture Performance Tester KW - Asphalt mixtures KW - Dynamic modulus of elasticity KW - Flow number KW - Mechanistic design KW - Mix design KW - Pavement design KW - Rutting KW - Stiffness KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53401/0092-08-06_Revised_Final_Report_Complete.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-06hmatestmepdg-f.pdf UR - https://trid.trb.org/view/916311 ER - TY - RPRT AN - 01155086 AU - Fisher, Donald L AU - Thomas, F Dennis AU - Pradhan, Anuj K AU - Pollatsek, Alexander AU - Blomberg, Richard D AU - Reagan, Ian AU - Dunlap and Associates, Incorporated AU - National Highway Traffic Safety Administration TI - Development and Evaluation of a PC-based Attention Maintenance Training Program PY - 2010/01//Interim Report SP - 56p AB - This study included the development and evaluation of a PC-based attention maintenance assessment program and the development and evaluation of PC-based training aimed at improving attention maintenance skills. The results of Study 1 showed that the assessment program was able to differentiate between the attention maintenance skills of novice and experienced drivers with results similar to those found in prior field and simulator studies. The Focused Concentration and Attention Learning (FOCAL) program was created to teach novice drivers how to reduce their glance durations to under two seconds while still performing an in-vehicle task accurately. For the post-training test in Study 2, the participants trained with FOCAL showed statistically significant reductions in the percentage of glances greater than all specified time intervals compared to participants trained with a control program. Moreover, the distribution of glances did not change for the control group before and after training. In a separate analysis, the total time that the FOCAL group spent on the map task after training did not differ from the total time that the control group spent on the map task after training, although the total time for all participants was reduced from pretest to posttest. The results of Study 1 suggest that a PC-based assessment program is a potentially valid means to measure attention maintenance problems. The results of Study 2 suggest that a PC-based training program can change young driver behaviors, at least as measured by the PC-based assessment program. Together these studies provide a strong basis for further research into the effectiveness of computerized training and assessment for improving driver safety. KW - Attention KW - Attention lapses KW - Distraction KW - Driver training KW - Drivers KW - Evaluation and assessment KW - Highway safety KW - Personal computers KW - Recently qualified drivers UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811252.pdf UR - https://trid.trb.org/view/915936 ER - TY - RPRT AN - 01155070 AU - Knecht, William AU - Ball, Jerry AU - Lenz, Michael AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Video Weather Training Products, Web-based Preflight Weather Briefing, and Local Versus Non-Local Pilots on General Aviation Pilot Weather Knowledge and Flight Behavior, Phase 1 PY - 2010/01//Final Report SP - 46p AB - This research has two main phases. Phase 1 investigated three major questions: 1) Do video weather training products significantly affect general aviation (GA) pilot weather knowledge and flight behavior in marginal meteorological conditions? 2) How are modern Web-based weather products used during GA preflight briefing? 3) Do local Oklahoma GA pilots differ appreciably from other pilots in either weather knowledge or weather-related flight behavior? Fifty GA pilots took a general weather knowledge pre-test, followed by exposure to either one of two weather training videos (the Experimental groups) or to a video having nothing to do with weather (the Control group). They next took a post-test to measure knowledge gain induced by the training product. Finally, they planned for, and flew, a simulated flight mission through marginal weather from Amarillo, TX, to Albuquerque, NM. Question 1: Few highly significant, direct effects were found for the two 90-minute video weather training products all by themselves. Follow-up multivariate modeling implied that a combination of higher pilot age, receiving either weather training product, and takeoff hesitancy could significantly, correctly predict 86.7% of diversions from deteriorating weather and 77.8% of full flight completions. However, we must conservatively conclude that weather knowledge and GA weather flying behavior are complex and unlikely to be profoundly changed by a single, brief training product. Phase 2 will address this issue. Question 2: The data-collecting emulation of www.aviationweather.gov suggested that mere time spent on preflight briefing was not a good predictor of either quality of preflight briefing or subsequent flight safety. Nonetheless, these data are just an opening look at what should eventually be a far more intensive study of modern weather briefing and its relation to flight safety. Question 3: No important differences were seen between local and non-local pilots. These findings imply that CAMI studies are likely to be generalizable to the national population of U.S. GA pilots. KW - General aviation pilots KW - Knowledge KW - Preflight briefing KW - Training KW - Videotapes KW - Weather KW - Websites (Information retrieval) UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201001.pdf UR - https://trid.trb.org/view/915836 ER - TY - RPRT AN - 01155069 AU - Ting, Francis C K AU - Jones, Allen L AU - Larsen, Ryan J AU - South Dakota State University, Brookings AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Evaluation of SRICOS Method on Cohesive Soils in South Dakota PY - 2010/01//Final Report SP - 235p AB - The SRICOS (Scour Rates In COhesive Soils) method had been proposed as an alternative design methodology for predicting scour at bridges founded in cohesive soils. As the new method can produce substantial savings in bridge construction costs at cohesive soil sites, it is important that South Dakota Department of Transportation (SDDOT) evaluates the method carefully for use in bridge design. This research project compared the predictions of the SRICOS method for pier scour with measured scour at three bridge sites in South Dakota and examined the technical issues involved in using the method. The research began with an assessment of the SRICOS method and a survey of current practice in evaluating bridges for scour used by other State DOTs. Three bridge sites in South Dakota were selected to evaluate the method for pier scour. Subsurface exploration, laboratory testing, hydraulic modeling, and hydrologic analysis were performed for each site to generate the inputs for computing scour using the SRICOS method. The computed scour depths were compared to the measured scour obtained by the United States Geological Survey (USGS) in 1991-1993 when a number of large floods occurred at the study sites. To provide a scale for the comparison, a sensitivity analysis was performed for each site to determine the sensitivity in the computed scour depth to the input parameters. The site-specific sensitivity analyses were complemented by a non site-specific sensitivity analysis to identify and rank the critical input parameters. A method to use the SRICOS method to predict bridge scour in watersheds where streamflow records are not available was proposed. This report recommends that SDDOT: (1) use the SRICOS method as a supporting tool in evaluating bridges for scour, (2) continue to monitor current and future research to observe new improvements, (3) conduct workshops to train design engineers in using the method; (4) acquire testing equipment to measure soil erodibility; (5) establish a procedure for collecting scour data immediately after major floods to verify future improvements; and (6) conduct research to improve predictions of hydraulics of bridge waterways and the effect of large floods on time rate of scour. KW - Bridge design KW - Cohesive soils KW - Hydraulics KW - Scour KW - South Dakota UR - http://www.mountain-plains.org/pubs/pdf/MPC08-195.pdf UR - https://trid.trb.org/view/915874 ER - TY - RPRT AN - 01155057 AU - Kupfer, Doris M AU - White, Vicky L AU - Jenkins, Marita C AU - Burian, Dennis AU - Federal Aviation Administration AU - Advancia Corporation AU - Federal Aviation Administration TI - Examining Smoking-Induced Differential Gene Expression Changes in Buccal Mucosa PY - 2010/01//Final Report SP - 30p AB - Gene expression changes resulting from conditions such as disease, environmental stimuli, and drug use can be monitored in the blood. However, a less invasive method of sample collection is of interest because of the discomfort and specialized personnel necessary for blood sampling, especially if multiple samples are being collected. Buccal mucosa (cheek swabs) are easily collected and may be an alternative sample material for biomarker testing. A limited number of studies, primarily in the smoker/oral cancer literature, address this tissue’s efficacy as an RNA source for expression analysis. The current study was undertaken to determine if total RNA isolated from buccal mucosa could be used as an alternative tissue source to assay relative gene expression. In this study, qPCR and microarray analyses were used to evaluate gene expression in buccal cells. Initially, qPCR was used to assess relative transcript levels of four genes from whole blood and buccal cells collected from the same seven individuals at the same time. The RNA isolated from buccal cells was degraded but was of sufficient quality to be used with RT-qPCR to detect expression of specific genes. Second, buccal cell RNA was used for microarray-based differential gene expression studies by comparing gene expression between smokers and nonsmokers. An amplification protocol allowed use of 150-fold less buccal cell RNA than had been reported previously with human microarrays. The authors report here the finding of a small number of statistically significant differentially expressed genes between smokers and nonsmokers, using buccal cells as starting material. Gene Set Enrichment Analysis confirmed that these genes had a similar expression pattern as results from another study. The results suggest that despite a high degree of degradation, RNA from buccal cells from cheek mucosa could be used to detect differential gene expression between smokers and nonsmokers. However, the RNA degradation, increase in sample variability, and microarray failure rate show that buccal samples should be used with caution as source material in expression studies. KW - Gene expression KW - Genetics KW - RNA isolation KW - Smoking UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM10-02.pdf UR - https://trid.trb.org/view/915838 ER - TY - RPRT AN - 01155051 AU - Abbot, Carl AU - Lowry, Sam AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974 PY - 2010/01//Final Report SP - 82p AB - This project was designed to outline transportation chapters of a planned written history of Oregon land use planning, written in ways that would make the transportation planning profession relevant to a popular audience. The writing would focus on stories from the profession, and on historical facts and events in Oregon transportation planning history that would surprise or enlighten popular reading audiences. Technology transfer would occur through publication of one or more written pieces of work. The result is a topical and historical tale entitled “A Brief Portrait of Multimodal Transportation Planning in Oregon and the Path to Achieving It, 1890-1974.” Sources told stories with enthusiastic reference to past transportation events. The structure chosen was an interwoven collection of topical essays, arranged chronologically but skipping sideways, sometimes backward or forward, from stage to stage – national, metropolitan, state governmental, local – but always moving forward in time. The tale presented here takes the reader through tumultuous early years, up to the moment in 1974 when statewide planning goals, including Goal 12, the transportation goal, were adopted by the Oregon Legislature. KW - History KW - Land use planning KW - Multimodal transportation KW - Oregon KW - Transportation planning UR - http://www.otrec.us/project/138 UR - https://trid.trb.org/view/916070 ER - TY - RPRT AN - 01154950 AU - Diefenderfer, Brian K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Investigation of the Rolling Wheel Deflectometer as a Network-Level Pavement Structural Evaluation Tool PY - 2010/01//Final Report SP - 33p AB - The Virginia Department of Transportation (VDOT) currently uses the results of automated surface distress surveys to assist in developing pavement maintenance strategies for its interstate and primary roadways. Totaling nearly 27,000 lane-miles, these roadways consist of flexible, rigid, and composite (flexible over rigid) pavements. These video-based surface distress data consist of quantities of distress that are visible in the pavement surface. Obtaining structural data from falling weight deflectometer (FWD) testing has only recently been implemented at the network level. A growing area of interest in pavements research is developing new and faster technologies that are well suited for nondestructively assessing the pavement structure without causing delays to the traveling public. One recently developed system, the rolling wheel deflectometer (RWD), measures the response from one-half of an 18-kip single-axle load traveling at normal highway speeds. This technology can measure deflections for approximately 200 to 300 lane-miles per day, which is approximately 10 times the production of traditionally used FWD testing. The primary advantages of using RWD are twofold: the testing can be conducted at highway speeds for increased safety, and the loading by the RWD is thought to replicate better the actual dynamic effects on pavements caused by heavy vehicle loading. A potential application might be to use the RWD to pre-screen the pavement network to identify areas where more detailed investigations are needed (e.g., by traditional FWD testing). This report provides the results of RWD testing on three Virginia routes and a comparison of the deflection results obtained with RWD and FWD testing on sections of I-64 and I-81. The RWD provided deflection measurements over long distances at or near highway speeds with minimal interruption to the highway users, and the RWD and FWD deflection results were not well correlated. Further, the standard deviation of the RWD deflection results fluctuated with changes in surface mix type. For these reasons, the study recommends that VDOT not pursue additional RWD testing on roadways that are expected to have low deflection values and are likely to be uniform in structural cross-section (i.e., conditions that might be expected on interstate facilities). KW - Correlation analysis KW - Deflection KW - Falling weight deflectometers KW - Interstate highways KW - Maintenance management KW - Nondestructive tests KW - Pavement management systems KW - Rolling wheel deflectometers KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/10-r5.pdf UR - http://ntl.bts.gov/lib/37000/37700/37784/10-r5.pdf UR - https://trid.trb.org/view/916013 ER - TY - RPRT AN - 01154218 AU - Nguyen, Vinh AU - Meuli, Josh AU - Brooks, Bill AU - Jansen, Henri AU - Westall, John AU - Koretsky, Milo AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Determining Localized Anode Condition to Maintain Effective Corrosion Protection PY - 2010/01//Final Report SP - 134p AB - Thermal sprayed zinc anodes used for impressed current cathodic protection of reinforced concrete deteriorate over time. Two different technologies, ultrasound and electrical circuit resistance combined with water permeability, were investigated in the laboratory to determine whether they were feasible methods for estimating anode condition. The ultrasonic method was unable to detect a reflected acoustic signal from zinc-on-concrete specimens due to scattering of the signal within the samples. Circuit resistance was shown to increase with the electrochemical age of the specimens, but the resistance trend did not correlate with the bond strength trend at later ages. The aged specimens were fairly impermeable to water infiltration presumably due to build up of reaction products in the porosity. Consequently, a method of using resistance measurements combined with water infiltration to determine anode condition was not successful. It was shown that the permeability improved if the surface was mechanically perturbed such as creating a pin hole. Improving permeability by penetrating the surface could have ramifications for improving anode performance. KW - Anodes KW - Bond strength (Materials) KW - Cathodic protection KW - Corrosion protection KW - Deterioration KW - Permeability KW - Reinforced concrete bridges KW - Resistance (Electricity) KW - Ultrasonic detectors KW - Zinc UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/LocalizedAnodeCondition.pdf UR - https://trid.trb.org/view/915837 ER - TY - RPRT AN - 01154210 AU - Quiroga, Cesar AU - Kraus, Edgar AU - Overman, John AU - Koncz, Nicholas AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Integration of Utility and Environmental Activities in the Project Development Process PY - 2010/01//Technical Report SP - 140p 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 the utility process 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 about 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 the research was to evaluate the feasibility of (a) obtaining better existing utility data during preliminary design and coordinating this activity with the environmental process; and (b) increasing the level of definition of design components during preliminary design without affecting environmental requirements to support the earlier application of utility processes. The analysis resulted in 10 optimization strategies that address a variety of environmental and utility issues identified through a literature review and meetings with stakeholders throughout the state. The researchers also developed a high detailed business process diagram that integrates environmental and utility functions, with a specific emphasis on the preliminary design phase. To facilitate access to model information, the researchers developed a web-based application called TxDOT Business Process Explorer (TxBPE). TxBPE can be accessed on the Internet, the TxDOT intranet, or from a local or networked computer drive. KW - Business process modeling KW - Data collection KW - Environmental impact analysis KW - Environmental reviews KW - Highway design KW - Highway planning KW - Project development process KW - Right of way (Land) KW - Texas Department of Transportation KW - Underground utility lines KW - Utility adjustment (Road construction) KW - Utility relocation UR - http://tti.tamu.edu/documents/0-6065-1.pdf UR - https://trid.trb.org/view/915800 ER -