TY  - RPRT
AN  - 01154208
AU  - Scullion, Tom
AU  - Hu, Xiaodi
AU  - Sebesta, Stephen
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Design, Construction, and Performance Monitoring of the Very Thin Overlay Placed on BUS 59 in the Lufkin District
PY  - 2010/01//Technical Report
SP  - 38p
AB  - A thin overlay 1-inch thick was placed as a surface layer on the jointed concrete pavement on Business 59 in the Lufkin District. This mix was designed in the laboratory to have a balance of good rut resistance as measured by the Texas Department of Transportation's (TxDOT’s) Hamburg Wheel Tracking test (HWTT) and good reflection cracking resistance as measured by the Overlay Tester (OT). These Crack Attenuating Mixes (CAM) were designed and constructed based on TxDOT’s special specification SS 3109. A top quality granite aggregate was used with 1% lime and an asphalt content of 8.3% with a PG76-22 binder. This project was tested with both Ground Penetrating Radar (GPR) and the Rolling Dynamic Deflectometer (RDD). One area of poor load transfer efficiency (LTE) was noted. The overlay was placed in the summer of 2008. Performance to date has been good. After 1 year some low severity reflection cracks were found in the location where the RDD found poor LTE, and some additional low severity longitudinal cracks were found in one location where the longitudinal joint was directly in the wheel path. The one area of concern with this mix was the relatively low skid values, which averaged around a skid number of 20. A subsequent laboratory evaluation was made of the mix design developed under SS 3109. Using the balanced mix design approach it was found that the HWTT and OT performance criteria were met at binder contents ranging from 7.0% to 8.5%. Future applications of this mix should consider reducing the binder content from 8.3% to 7.5%.
KW  - Asphalt content
KW  - Binder content
KW  - Calcium oxide
KW  - Concrete pavements
KW  - Granite
KW  - Ground penetrating radar
KW  - Load transfer
KW  - Longitudinal cracking
KW  - Mix design
KW  - Overlays (Pavements)
KW  - Reflection cracking
KW  - Rolling dynamic deflectometers
KW  - Rutting
KW  - Skid resistance
KW  - Thin overlays
UR  - http://tti.tamu.edu/documents/5-5598-01-2.pdf
UR  - https://trid.trb.org/view/915805
ER  - 

TY  - RPRT
AN  - 01154207
AU  - Sebesta, Stephen
AU  - Scullion, Tom
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Rubblization and Base Overlay of FM 912 and FM 1155
PY  - 2010/01//Technical Report
SP  - 80p
AB  - In many instances rubblization may be a good option to convert a deteriorated concrete pavement into a flexible pavement structure. In this project, the Texas Department of Transportation conducted rubblization on portions of a concrete pavement originally constructed in the 1920s to validate project analysis and construction specifications. This project truly pushed the limit with respect to how poor the concrete pavement support can be before rubblization is not a viable option. Fortunately, project personnel knew from the start that this project was a marginal candidate for rubblization, so contingency plans were already in place. Rubblization on this project showed that the project analysis procedures and construction specification worked well. These procedures and specification are included in this report as Appendices A and B, respectively, and should be used for planning and controlling construction of future rubblization projects. Post-construction monitoring revealed no differences in ride existed among the sections of differing treatments. The main structural differences observed were between sections rubblized with different equipment. The sections rubblized with Type II equipment had rubblized and base layer modulus values greater than those observed in the section where Type I equipment was used.
KW  - Comminution
KW  - Concrete pavements
KW  - Construction
KW  - Construction equipment
KW  - Rehabilitation (Maintenance)
KW  - Specifications
UR  - http://tti.tamu.edu/documents/5-4687-01-1.pdf
UR  - https://trid.trb.org/view/915802
ER  - 

TY  - RPRT
AN  - 01154205
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  - Improving Accuracy in Household and External Travel Surveys
PY  - 2010/01//Technical Report
SP  - 336p
AB  - The Texas Department of Transportation has a comprehensive on-going travel survey program. This research examines 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 are identified, examined, and evaluated. The impact of these issues is quantified and evaluated relative to the use of the data in travel demand models. The state-of-the-practice in these types of surveys relative to quality control during and after the surveys are conducted and how sampling errors and non-response are treated (or corrected) in the survey analysis are reviewed and documented. The results are assessed to formulate a set of recommendations for incorporating into survey designs for the travel survey program.
KW  - Accuracy
KW  - Data collection
KW  - Error analysis
KW  - Households
KW  - Mathematical models
KW  - Nonresponse (Surveys)
KW  - Quality control
KW  - Statistical sampling
KW  - Texas
KW  - Travel demand
KW  - Travel surveys
UR  - http://tti.tamu.edu/documents/0-5711-1.pdf
UR  - https://trid.trb.org/view/915795
ER  - 

TY  - RPRT
AN  - 01154203
AU  - Bligh, Roger P
AU  - Menges, Wanda L
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - NCHRP Report 350 Crash Testing and Evaluation of the S-Square® Mailbox System
PY  - 2010/01//Technical Report
SP  - 82p
AB  - The Texas Department of Transportation desired to evaluate an alternate mailbox support system for use in Texas. S-Square® Tube Products manufactures a system that is adaptable for use with single, dual, and multiple mailboxes and is considered to provide the desired ease of installation and maintenance. Two full-scale crash tests were conducted to evaluate the safety performance of the S-Square® Tube Products dual and multiple-mailbox mounts in accordance with NCHRP Report 350. The S-Square® Tube Products mailbox system successfully passed all requirements of NCHRP Report 350 and is considered ready for field implementation in single, dual, and multiple mailbox configurations.
KW  - Breakaway supports
KW  - Impact tests
KW  - Mailboxes
KW  - NCHRP Report 350
UR  - http://tti.tamu.edu/documents/0-5210-7.pdf
UR  - https://trid.trb.org/view/915784
ER  - 

TY  - RPRT
AN  - 01154199
AU  - Bochner, Brian S
AU  - Higgins, Laura
AU  - Frawley, William E
AU  - Cheu, Ruey Long
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Research Report: Guidance on Mitigating Impacts of Large Distribution Centers on Texas Highways
PY  - 2010/01//Technical Report
SP  - 156p
AB  - Numerous distribution centers (DCs) have been built in Texas over the past 20 years. They serve retail, grocery, oil, motor vehicle, manufacturer, and other types of business. These DCs vary in size and truck traffic. Depending on the type of DC and roads providing access, a DC will have some level of traffic operations, safety, and pavement wear impact on those roads. DC site selection often involves the DC site selector/owner/operator/developer negotiating with local agencies, including economic development agencies, to identify potential sites and obtain the best incentives. The Texas Department of Transportation (TxDOT) is typically brought into the process very late and is then asked to accommodate local agency and DC owner requests without having prior input. This project assessed the DC site selection and development process as it affects TxDOT. The project also developed tools, guidelines, and strategies for gaining early collaboration with DC owners and local agencies in planning and engineering the DCs and their access and funding improvements to state highways. This project analyzed obstacles resulting in TxDOT not being involved earlier in the DC site selection process. Research products included in this report summarize the research performed and present a handbook containing tools and recommendations for working with proposed DC site selectors, developers, and others.
KW  - Access
KW  - Case studies
KW  - Distribution centers
KW  - Economic development
KW  - Guidelines
KW  - Handbooks
KW  - Highways
KW  - Impacts
KW  - Location
KW  - Pavements
KW  - Strategic planning
KW  - Texas
KW  - Texas Department of Transportation
KW  - Trip generation
UR  - http://tti.tamu.edu/documents/0-5335-1.pdf
UR  - https://trid.trb.org/view/915786
ER  - 

TY  - RPRT
AN  - 01154174
AU  - Taylor, Robert J
AU  - Gannett Fleming, Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - ITS Evaluations and Activities
PY  - 2010/01//Final Report
SP  - 495p
AB  - Evaluations are critical in promoting innovative practices which may help to provide a safe and efficient transportation system. By conducting such evaluations, we develop quantifiable measures for those in policy development to appreciate and comprehend. Furthermore, it provides rationale to the public who may be otherwise unaware of the benefits of such systems. By performing evaluations of such alternatives we provide the following benefits by answering some basic questions: 1. Document our successes - Has the system provided a realized benefit? 2. Rationalize our investments versus the benefits - Do the financial benefits of the system outweigh the costs? and 3. Identify potential improvements - Can the system concept be enhanced by modifying the future deployments? The following evaluations were conducted: E.1 CTTC Earmark - Provided oversight, support and evaluation of the CTTC FFY 02 ITS Earmark. E.3 Portable Signals Evaluation - Conducted an evaluation of portable signal units to identify best uses. E.4 ITS Maintenance Practices - Conducted an evaluation of ITS maintenance practices to identify National and Department best practices. Guidance was developed for Districts in order to maximize reliability and uptime of ITS devices. E.6 Quick Clearance Best Practices - Conducted an evaluation of quick clearance practices to identify National and Department best practices. E.7 Video Sharing Policy - Assisted BHSTE in updating their video sharing policy with consideration of the recommended BIS technical approach. E.8 Freeway Service Patrol Evaluation - Conducted an evaluation of freeway service patrols (FSPs) to determine operating costs, benefits and best practices. The goal is to provide recommendations on how to implement a highly effective statewide FSP program from perspectives of both cost and performance. E.10 ITS Device Usage - Conducted an evaluation of existing practices and policies for dynamic message signs (DMSs). Gannett Fleming (GF) will also review the status of pilot initiatives including proposed public-private partnerships. E.11 TMC Performance Measures - Conducted an evaluation of implemented and suggested traffic incident management performance metrics in use by traffic management centers (TMCs) to identify National and Department best practices.
KW  - Best practices
KW  - Clearance time (Traffic incidents)
KW  - Evaluation and assessment
KW  - Freeway service patrols
KW  - Intelligent transportation systems
KW  - Maintenance practices
KW  - Performance measurement
KW  - Portable traffic signals
KW  - Traffic control centers
KW  - Variable message signs
KW  - Video sharing
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Smart%20Transportation%20Solutions/ITS%20Evaluations%20and%20Activities.pdf
UR  - https://trid.trb.org/view/915710
ER  - 

TY  - RPRT
AN  - 01154159
AU  - Mooney, Michael A
AU  - Toohey, Nathan M
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Accelerated Curing and Strength-Modulus Correlation for Lime-Stabilized Soils
PY  - 2010/01//Final Report
SP  - 56p
AB  - This study sought to identify the equivalent 105°F curing duration for lime-stabilized soil (LSS) that will yield the equivalent unconfined compressive strength (UCS) to that resulting from 28-day, 73°F curing. Both 5-day and 7-day 105°F (or 100°F) curing have been used in practice. The study also sought to characterize the relationship between resilient modulus (M sub r) and UCS for LSS soils, since the prevailing correlation between M sub r and UCS for LSS – based on Thompson (1966) – was not developed from cyclic loading and has been validated with only limited data. The study revealed that the 5-day, 105°F accelerated curing yielded UCS values more representative of 28-day 73°F UCS than did the 7-day, 105°F curing regime. However, there is no universal equivalent accelerated curing duration for LSS; therefore, 5-day 105°F curing can yield erroneous estimates of 28-day 73°F UCS. The study recommends verification of the equivalent 105°F curing duration for each LSS to gage the most representative accelerated curing duration. Based on experimental M sub r – UCS data, the relationship M sub r (ksi) = 0.124 UCS (psi) + 9.98 was found to be conservative in its prediction of M sub r from UCS. Based on the results of the study, the Colorado Department of Transportation (CDOT) will continue using the 5-day, 100°F accelerated curing protocol for LSS, in addition to other approved curing procedures. The construction process for lime-stabilized soil requires diligent quality control and quality assurance (QC/QA). CDOT should investigate alternative methods of QC/QA that can be conducted in the field instead of the laboratory.
KW  - Accelerated curing
KW  - Calcium oxide
KW  - Compressive strength
KW  - Curing temperature
KW  - Curing time
KW  - Modulus of resilience
KW  - Quality assurance
KW  - Quality control
KW  - Soil stabilization
KW  - Subgrade (Pavements)
KW  - Unconfined compressive strength
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2010/lss.pdf/view
UR  - https://trid.trb.org/view/915612
ER  - 

TY  - RPRT
AN  - 01154149
AU  - Schneider, William H
AU  - Turner, Shawn M
AU  - Roth, Jennifer
AU  - Wikander, John
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Validation of Speeds and Travel Times Provided by a Data Service Vendor
PY  - 2010/01//Technical Report
SP  - 309p
AB  - The provision of real-time traffic and travel time information is becoming increasingly important in urban areas as well as in freight-significant intercity corridors. However, the high cost to install and maintain roadway-based traffic sensors has prevented widespread availability of real-time traffic information in these areas. A market for real-time traffic information is emerging in the United States and several private companies are gathering and distributing traffic information independently of public sector transportation agencies. In this study floating car, probe data, and newly developed Bluetooth device matching methods are developed and used to collect travel times and speeds for 103 centerline miles located in Dayton, Ohio. These reference data are then statistically evaluated with a data service vendor’s reported travel times and speeds for 36 travel time segments.
KW  - Bluetooth technology
KW  - Data collection
KW  - Floating car data
KW  - Private enterprise
KW  - Probe vehicles
KW  - Real time information
KW  - Traffic speed
KW  - Travel time
KW  - Validation
UR  - http://worldcat.org/oclc/535176415/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55855/FHWA-OH-2010-2.PDF
UR  - http://ntl.bts.gov/lib/55000/55800/55856/FHWA-OH-2010-2_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/915036
ER  - 

TY  - RPRT
AN  - 01154147
AU  - Goodwin, Arthur H
AU  - Thomas, Libby J
AU  - Hall, William L
AU  - Tucker, Mary Ellen
AU  - National Highway Traffic Safety Administration
TI  - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices
PY  - 2010/01//Fifth Edition
SP  - 320p
AB  - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and fatigue, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired driving, seat belt use and child restraints, aggressive driving and speeding, distracted and fatigued driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicycles.
KW  - Aged drivers
KW  - Aggression
KW  - Bicycle crashes
KW  - Child restraint systems
KW  - Countermeasures
KW  - Distraction
KW  - Drivers
KW  - Drunk driving
KW  - Fatigue (Physiological condition)
KW  - Highway safety
KW  - Motorcycle crashes
KW  - Pedestrian safety
KW  - Seat belts
KW  - Speeding
KW  - Strategic planning
KW  - Teenage drivers
KW  - Young adults
UR  - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/Countermeasures_HS811258.pdf
UR  - http://ntl.bts.gov/lib/32000/32300/32356/6626_Countermeasures_01-06-10-v1.pdf
UR  - https://trid.trb.org/view/915602
ER  - 

TY  - RPRT
AN  - 01153494
AU  - Blower, Daniel
AU  - Matteson, Anne
AU  - University of Michigan Transportation Research Institute
AU  - Federal Motor Carrier Safety Administration
TI  - Evaluation of 2008 Mississippi Crash Data Reported to the MCMIS Crash File
PY  - 2010/01
SP  - 38p
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 Mississippi. MCMIS Crash File records were matched to the Mississippi crash file to determine the nature and extent of underreporting. Overall, it appears that for 2008 Mississippi reported 38.0 percent of crash involvements that qualified for reporting to the MCMIS Crash file. About 3.0 percent of the reported cases did not meet the reporting criteria. Reporting rates were found to be related primarily to crash severity, the type of enforcement agency that covered the crash, and whether the reporting officer completed the Commercial Vehicle section of the Uniform Crash Report. Over 84 percent of fatal crashes were reported, compared with 36.4 percent of injury/transported crashes, and 35.8 percent of tow/disabled involvements. Reporting did not seem to vary significantly by truck size, but only 25 percent of “commercial” buses were reported, and less than 3 percent of school buses. Crashes covered by the State High Patrol were reported at the highest rate, though that was only 49.6 percent. Missing data rates are low for most variables. Overall, the crash report is designed to support full reporting. Most of the information necessary to identify reportable cases is available in the crash file, so a substantial improvement in the reporting rate can be achieved.
KW  - Buses
KW  - Crash data
KW  - Crash reports
KW  - Highway safety
KW  - Mississippi
KW  - Motor Carrier Management Information System Crash File
KW  - Traffic crashes
KW  - Trucks
KW  - Underreporting
UR  - http://hdl.handle.net/2027.42/64995
UR  - https://trid.trb.org/view/914447
ER  - 

TY  - RPRT
AN  - 01153490
AU  - Jarossi, Linda
AU  - Matteson, Anne
AU  - Woodrooffe, John
AU  - University of Michigan Transportation Research Institute
AU  - Federal Motor Carrier Safety Administration
TI  - Trucks Involved in Fatal Accidents Factbook 2007
PY  - 2010/01
SP  - 102p
AB  - This document presents aggregate statistics on trucks involved in traffic accidents in 2007. The statistics are derived from the Trucks Involved in Fatal Accidents (TIFA) file, compiled by the University of Michigan Transportation Research Institute. 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  - Crash data
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Heavy duty trucks
KW  - Medium trucks
KW  - Statistics
KW  - Truck crashes
KW  - Trucking safety
KW  - Trucks Involved in Fatal Accidents
UR  - http://deepblue.lib.umich.edu/handle/2027.42/65063
UR  - https://trid.trb.org/view/914440
ER  - 

TY  - RPRT
AN  - 01153484
AU  - Moses, Ren
AU  - Florida A&M University, Tallahassee
AU  - Florida Department of Transportation
AU  - Federal Highway Administration
TI  - Civil Engineering Support for Telemetered Traffic Monitoring Sites
PY  - 2010/01//Final Report
SP  - 166p
AB  - This project was aimed at providing various civil engineering support services for the telemetered traffic monitoring sites operated by the Statistics Office of the Florida Department of Transportation. This was a companion project to the one that provided electrical engineering support services for the same sites. The results of two major tasks undertaken in this project are reported herein. The first main task was aimed at conducting field evaluation of loop sealants and piezo grouts at Site 352 on Interstate 10 and Site 112 on Interstate 75. The evaluation will continue for another one year but preliminary results are discussed herein. The secondary task of this project was to evaluate the traffic data collection accuracy of two classifiers installed at Site 352. This task has been completed and the results show that there is no significant difference between the two classifiers in daily traffic volume data collection.
KW  - Civil engineering
KW  - Grout
KW  - Loop detectors
KW  - Sealing compounds
KW  - Telemetry
KW  - Traffic surveillance
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_PL/FDOT_BDK83%20977-04_rpt.pdf
UR  - https://trid.trb.org/view/914921
ER  - 

TY  - RPRT
AN  - 01153448
AU  - Hodges, Tina
AU  - Federal Transit Administration
TI  - Public Transportation’s Role in Responding to Climate Change
PY  - 2010/01
SP  - 20p
AB  - The Federal Transit Administration (FTA) collects and analyzes data from across the country on public transportation fuel use, vehicles deployed, rides taken, and other key metrics. These data, taken from the National Transit Database and combined with information from the U.S. Department of Energy and the U.S. Environmental Protection Agency, provides valuable insight into the impacts of automobile, truck, SUV, and public transportation travel on the production of greenhouse gas emissions. National level data show significant greenhouse gas emission savings by use of public transportation, which offers a low emissions alternative to driving. This paper presents an analysis of the data and frames it in a broader context. It concludes with a description of FTA actions that address climate change. Based on an examination of FTA’s data and other academic, government, and industry sources, public transportation can reduce greenhouse gas emissions by: (1) Providing a low emissions alternative to driving. (2) Facilitating compact land use, reducing the need to travel long distances. (3) Minimizing the carbon footprint of transit operations and construction.
KW  - Climate change
KW  - Environmental impacts
KW  - Environmental protection
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Public transit
KW  - U.S. Federal Transit Administration
UR  - http://www.fta.dot.gov/documents/PublicTransportationsRoleInRespondingToClimateChange2010.pdf
UR  - https://trid.trb.org/view/914972
ER  - 

TY  - RPRT
AN  - 01153258
AU  - Nachtmann, Heather
AU  - Pohl, Edward A
AU  - Mack-Blackwell Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Emergency Response via Inland Waterways
PY  - 2010/01//Final Report
SP  - 76p
AB  - This research investigates the feasibility of using inland waterway transportation to provide emergency medical response to catastrophic events. Limited resources are available to provide general hazard relief across much of the United States. Inland waterways can provide access for equipment and people when other means of transportation are unavailable due to capacity constraints or destruction. Specific research questions include: (1) what are the emergency response capabilities of inland waterways, (2) what is the feasibility of providing emergency medical services via barge, (3) which types of communities could benefit from such a service, and (4) for which types of emergencies could medical response via barge be appropriate. This research is accomplished through literature review, feasibility analysis, and a case study based on the state of Arkansas. A Waterway Emergency Medical Service (WEMS) index is developed to guide emergency planners in evaluating the feasibility of incorporating emergency medical response via inland waterways into their emergency operations plan (EOP).
KW  - Access
KW  - Arkansas
KW  - Barges
KW  - Case studies
KW  - Disasters and emergency operations
KW  - Emergency medical services
KW  - Feasibility analysis
KW  - Inland waterways
KW  - Literature reviews
KW  - Water transportation
UR  - http://ntl.bts.gov/lib/32000/32300/32347/MBTC_3008.pdf
UR  - https://trid.trb.org/view/914817
ER  - 

TY  - RPRT
AN  - 01153252
AU  - Mason, Scott J
AU  - Pohl, Edward A
AU  - Mack-Blackwell Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Analysis of Transportation Network Design Strategies for Forced Transfer Busing
PY  - 2010/01//Final Report
SP  - 56p
AB  - Forced transfer busing occurs primarily at the elementary school level when students are bused to an alternate school when their geographically-assigned school is full at their specific grade level. Ineffective forced transfer busing can result in extra student travel time and inefficient use of often scarce transportation resources. In fact, some force transferred students regularly arrive to their alternate school after morning classes have started due to inefficient transportation practices. The authors examine various forced transfer busing network design strategies using actual public school system data from two school districts to assess various proposed solution methodologies effectiveness at developing practically implementable busing solutions in a realistic amount of time. In addition, preliminary models and analysis are presented for special needs busing problems in one local school district such that student travel time is minimized for these often medically-fragile children.
KW  - Bus transit
KW  - Efficiency
KW  - Elementary school students
KW  - Forced transfer busing
KW  - Network design
KW  - Special needs school children
KW  - Strategic planning
KW  - Travel time
UR  - http://ntl.bts.gov/lib/32000/32300/32348/MBTC_3011_Final_Report.pdf
UR  - https://trid.trb.org/view/914826
ER  - 

TY  - RPRT
AN  - 01153226
AU  - Frymoyer, Mark C
AU  - Berman, Jeffrey W
AU  - TransNow, Transportation Northwest
AU  - Research and Innovative Technology Administration
TI  - Remaining Life Assessment of In-Service Luminaire Support Structures
PY  - 2010/01//Final Research Report
SP  - 198p
AB  - Recent fatigue failures of in-service luminaire support structures in Washington and around the country have prompted concern about their fatigue resistance. Most luminaire support structures in Washington were designed without attention to fatigue or with vague and incomplete fatigue design provisions. Furthermore, most luminaire support structures were installed during the construction of the Interstate system in the 1960s, and as many as half are estimated to have exceeded their 25-year design life. This research was initiated to help the Washington State Department of Transportation (WSDOT) prioritize the inspection and replacement of luminaire support structures throughout the state and to develop rational inspection procedures. The research had four primary components: a literature review, experimental fatigue testing of two in-service luminaire poles, a finite element analysis of the pole base, and development of a framework for estimating remaining life. The extensive literature review found previous experimental studies, which were used to identify details in older WSDOT luminaire support structures that may be critical and to help inform the selection of test specimens. Quasi-static and high cycle fatigue testing were performed on two previously in-service luminaire poles to determine the stress concentration factors (SCF) in critical details and determine fatigue resistance. The results were then compared to the finite element analysis and the fatigue classifications used in design. The finite element model was also used to determine the impact of parameters including base plate thickness, hand hole stiffener thickness, and location of anchor bolts. The individual components of a framework for estimating the remaining life of luminaire support structures in Washington were developed on the basis of a procedure established by Foley et al. (2004) in their study of the remaining life of sign bridge structures. The remaining fatigue life of the critical details in the previously in-service luminaire support structures were found to exceed their design life. Cracking at the stiffened hand hole detail was found to be the ultimate limit state for both specimens but was observed at cycle counts that were well beyond the design life. High SCFs were measured in both compression and tension at the CJP weld toe, indicating the importance of base plate flexibility, anchor bolt layout, and a uniform bearing surface. While it was not possible to know the load history for the selected specimens, it is clear that the number of damaging cycles was low and that the fatigue design life for these details is conservative. Recommendations for luminaire inspection are provided.
KW  - Anchor bolts
KW  - Base plates
KW  - Cracking
KW  - Failure
KW  - Fatigue (Mechanics)
KW  - Fatigue tests
KW  - Finite element method
KW  - Inspection
KW  - Literature reviews
KW  - Luminaires
KW  - Poles (Supports)
KW  - Service life
KW  - Stress concentration factors
KW  - Structural supports
KW  - Vertical supports
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/32000/32400/32445/TNW2010-01.pdf
UR  - https://trid.trb.org/view/914777
ER  - 

TY  - RPRT
AN  - 01153218
AU  - Bhalekar, Prafulla
AU  - Crouch, Carolyn J
AU  - Crouch, Donald B
AU  - Maclin, Richard M
AU  - University of Minnesota, Duluth
AU  - University of Minnesota, Duluth
AU  - Intelligent Transportation Systems Institute
AU  - Research and Innovative Technology Administration
TI  - Models for Predicting RWIS Sensor Misalignments and Their Causes
PY  - 2010/01//Final Report
SP  - 58p
AB  - The Minnesota Department of Transportation uses the Road Weather Information System (RWIS) for monitoring the current weather and surface conditions of its highways. The real-time data received from these sensors reduce the need for road patrolling in specific locations by providing information to those responsible for directing winter maintenance operations. Since most road maintenance decisions and weather forecasts are explicitly dependent on the reliability and accuracy of the RWIS sensor data, it is important for one to be able to determine the reliability of the sensor data, that is, to determine whether a sensor is malfunctioning. In a previous project the authors investigated the use of machine learning techniques to predict sensor malfunctions and thereby improve accuracy in forecasting weather-related conditions. In this project, the authors used their findings to automate the process of identifying malfunctioning weather sensors in real time. The authors analyze the weather data reported by various sensors to detect possible anomalies. Their interface system allows users to define decision-making rules based on their real-world experience in identifying malfunctions. Since decision rule parameters set by the user may result in a false indication of a sensor malfunction, the system analyzes all proposed rules based on historical data and recommends optimal rule parameters. If the user follows these automated suggestions, the accuracy of the software to detect a malfunctioning sensor increases significantly. This report provides an overview of the software tool developed to support detection of sensor malfunctions.
KW  - Accuracy
KW  - Data errors detection
KW  - Decision making
KW  - Errors
KW  - Minnesota Department of Transportation
KW  - Real time information
KW  - Road weather information systems
KW  - Sensors
KW  - Software
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1856
UR  - https://trid.trb.org/view/914799
ER  - 

TY  - RPRT
AN  - 01153173
AU  - Faza, Ayman Z
AU  - Sedigh, Sahra
AU  - McMillin, Bruce M
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Reliability Analysis for the Smart Grid: From Cyber Control and Communication to Physical Manifestations of Failure
PY  - 2010/01//Final Report
SP  - 13p
AB  - The Smart Grid is a cyber-physical system comprised of physical components, such as transmission lines and generators, and a network of embedded systems deployed for their cyber control. The objective was to qualitatively and quantitatively analyze the reliability of this cyber-physical system. The original contribution of the approach lies in the scope of failures analyzed, which crosses the cyber-physical boundary by investigating physical manifestations of failures in cyber control. As an example of power electronics deployed to enhance and control the operation of the grid, the authors study Flexible AC Transmission System (FACTS) devices, which are used to alter the flow of power on specific transmission lines. Through prudent fault injection, the authors enumerate the failure modes of FACTS devices, as triggered by their embedded software, and evaluate their effect on the reliability of the device and the reliability of the power grid on which they are deployed. The IEEE118 bus system is used as a case study, where the physical infrastructure is supplemented with seven FACTS devices to prevent the occurrence of four previously documented potential cascading failures.
KW  - Cybernetics
KW  - Electric power transmission
KW  - Failure analysis
KW  - Grids (Transmission lines)
KW  - Reliability
KW  - Reliability analysis
UR  - http://utc.mst.edu/documents/R203_Faza_CR.pdf
UR  - https://trid.trb.org/view/914516
ER  - 

TY  - RPRT
AN  - 01153171
AU  - Pickerill, Heath
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - 2009 Summer Transportation Institute
PY  - 2010/01//Final Report
SP  - 11p
AB  - Missouri LTAP at Missouri University of Science and Technology has hosted a U.S. Department of Transportation Summer Transportation Institute (STI) for the past several years. The program has been very successful and was again offered in Summer 2009. The STI is a 2-week intensive learning experience held during the summer for high school students. It is targeted primarily toward minorities but not limited to them. The following are the goals of STI: 1) To expose secondary school students to and allow them to participate in a series of academic and practice experiences designed to motivate them toward professions in the transportation industry, and 2) To provide secondary school students with mathematics, science and technological enrichment to enable them to pursue a career in the transportation industry. The overarching goal is to increase the number of youths entering the transportation profession and to aid the university in its recruiting efforts. The students (10th, 11th and 12th graders) are subjected to a healthy dose of campus life.
KW  - Education and training
KW  - High school students
KW  - Minorities
KW  - Summer Transportation Institute, University of Missouri
KW  - Transportation careers
UR  - http://utc.mst.edu/documents/ETT249_CR.pdf
UR  - https://trid.trb.org/view/914710
ER  - 

TY  - RPRT
AN  - 01153168
AU  - Wei, Tao
AU  - Xiao, Hai
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Miniaturized Fiber Inline Fabry-Pérot Interferometer for Chemical Sensing
PY  - 2010/01//Final Report
SP  - 8p
AB  - This paper demonstrates the chemical sensing capability of a miniaturized fiber inline Fabry-Pérot sensor fabricated by femtosecond laser. Its accessible cavity enables the device to measure the refractive index within the cavity. The refractive index change introduced by changing the acetone solution concentration was experimentally detected with an error less than 4.2 × 10 to the -5 power.
KW  - Chemicals
KW  - Fiber optics
KW  - Interferometers
KW  - Lasers
KW  - Refractive  index
KW  - Sensors
UR  - http://utc.mst.edu/documents/R203_Wei_CR.pdf
UR  - https://trid.trb.org/view/914518
ER  - 

TY  - RPRT
AN  - 01153167
AU  - Kovin, Oleg N
AU  - Missouri University of Science and Technology, Rolla
AU  - Research and Innovative Technology Administration
TI  - GPR Investigations in Upper Kama Potash Mines
PY  - 2010/01//Final Report
SP  - 17p
AB  - Geohazards posed by surface subsidence accompany extensive exploitation of the potash deposits and cause serious damage to property, infrastructure and industry facilities on the surface. Undermined areas of the Upper Kama (Verkhnekamskoye) potash deposit within the cities of Berezniki and Solikamsk (Perm region, Russia) present a special threat as large chemical and power plants, roadways, railroads and gas pipelines are located within the subsidence zone. The significant losses of company and state budget due to replacement of the roadways and infrastructure in the risky area were reported after the catastrophic collapses at the mines BKRU-2 in 1988 and BKRU-1 in 2006. Studying of deformation of the rock mass surrounding the mine openings is very important for safe mining, planning the methods of extraction of ore, and, especially, preventing the catastrophic water inflow in the potash mines. Geophysical methods have proven to be an effective, nondestructive investigative tool, providing mining engineers with continuous information about the structure and geomechanical properties of subsurface material. Preliminary experiments in the Upper Kama potash mines show that the GPR (ground penetrating radar, georadar) method is capable of providing the most detailed and continuous information about the rock mass structure at distances of up to 40 m from the mine openings. About 6 km continuous common-offset GPR profiles were collected in the potash mine of the JSC “Silvinit” located near the city of Solikamsk (Russia) in order to develop the site-specific methodology of data acquisition, processing and interpretation. Data were collected at the upper mining level where the tension vertical fractures were exposed by the workings as well as at the lower level to estimate the extent of the fracture zone. The OKO (Logis, Russia) and RAMAC/GPR commercial georadar systems were employed for data acquisition. The software used for data processing and interpretation was REFLEXW (Windows OS) and OpendTect (Linux OS). Although the GPR method has been used in German and Canadian salt and potash mines for long time, the geological and geotechnical environments of the German and Canadian deposits differ significantly from those of the Upper Kama deposit. Consequently, the appropriate GPR acquisition, data processing and interpretation methodologies were developed. Because of intensive folding of different range, GPR data are significantly contaminated with diffractions and a migration is required to make the data interpretable. The results of data analysis show that the GPR method may be of great utility for detection of the small-scale fractures and the flexure folds at depths up to 20 m. The 3-D imaging technique has proven to be an effective tool for studying the geometry of the fractures. This study has the following results: the electrical properties of typical rock salt formation members were determined; the site-specific data acquisition technique and object-oriented data processing schemes consistent with the local geological and geotechnical environment were developed; and the methodology of 2-D and 3-D GPR data interpretation using interactive modeling was worked out.
KW  - Berezniki (Russia)
KW  - Data collection
KW  - Geotechnical engineering
KW  - Ground penetrating radar
KW  - Information processing
KW  - Mines
KW  - Potash deposits
KW  - Rock mass
KW  - Solikamsk (Russia)
KW  - Subsidence (Geology)
KW  - Surveying
UR  - http://utc.mst.edu/documents/R165_Kovin_CR.pdf
UR  - https://trid.trb.org/view/914720
ER  - 

TY  - RPRT
AN  - 01153165
AU  - Fan, Zhiqiang
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Modeling of Laser Cladding with Application to Fuel Cell Manufacturing
PY  - 2010/01//Final Report
SP  - 7p
AB  - Polymer electrolyte membrane (PEM) fuel cells have many advantages such as compactness, lightweight, high power density, low temperature operation and near zero emissions. Although many research organizations have intensified their efforts towards commercialization of fuel cells, several technical problems are yet to be overcome. One of the important issues is the availability of low cost bipolar plates. Thus far carbon-based bipolar plates have been the main focus of the development activities. These materials will fulfill all requirements in the near future. Nevertheless, further cost reduction and an increase of power density is beneficial for fuel cell technology. Bipolar plates based on coated metals offer a high potential to reduce costs and enhance power density. Aluminum, stainless steel, titanium, and nickel are considered possible alternative materials for the bipolar plate in PEM fuel cells. These metals need to be coated properly because bipolar plates are exposed to an operating environment with a pH of 2–3 at high temperatures. Borup and Vanderborgh suggest that coatings for bipolar plates should be conductive and adhere to the base material properly to protect the substrate from the operating environment. Laser cladding is considered an alternative coating process for solid or modular metallic bipolar plates. In laser cladding, the coating material is metallurgically bonded with the substrate, which is very important for the functioning of bipolar plates. The advantages of laser cladding include chemical cleanliness, localized heating, low dilution of the cladding material by the substrate and rapid cooling rates. To understand the relationships between the fuel cell component performance and manufacturing process parameters and variability, a numerical model has been developed to simulate the physical phenomena associated with laser cladding of bipolar plates. This report summarizes the numerical model developed.
KW  - Bipolar plates
KW  - Cladding
KW  - Coatings
KW  - Fuel cells
KW  - Lasers
KW  - Manufacturing
KW  - Mathematical models
KW  - Polymer electrolyte membranes
UR  - http://utc.mst.edu/documents/R203_Fan_CR.pdf
UR  - https://trid.trb.org/view/914707
ER  - 

TY  - RPRT
AN  - 01152927
AU  - Bank, Lawrence C
AU  - Galati, Nestore
AU  - Jones, Spencer N
AU  - Matta, Fabio
AU  - Nanni, Antonio
AU  - Oliva, Michael G
AU  - Orr, Brian M
AU  - Ringelstetter, Thomas E
AU  - Russell, Jeffrey S
AU  - Missouri University of Science and Technology, Rolla
AU  - Research and Innovative Technology Administration
TI  - Development and Field Testing of an FRP Composite Bridge Deck Comprising of Guard Rail System for Bridge 1480230, Greene County, MO
PY  - 2010/01//Final Report
SP  - 51p
AB  - The objective of the rehabilitation program of Bridge 1480230 in Springfield, MO in Greene County is to remove the 15 Ton load posting that has been imposed on it. An inspection of the bridge revealed a severely damaged deck in need to be replaced. The structural analysis has demonstrated deficiency in the steel girders as well as possible deficiencies in bents and piers. The rehabilitation plan will consist in the following steps: 1) Replacing the concrete deck using a low weight, high perforce glass fiber reinforced polymer (FRP) composite deck; 2) Retrofitting or replacement of existing steel girders (Different solutions will be considered to determine the optimal design in terms of structural performance, durability and cost of the structure. Also the possibility of using carbon FRP composite girders is under investigation allowing to reduce the weight of the superstructure and therefore to avoid the strengthening of bents and piers.); 3) Design of the strengthening of bents and piers if needed; and 4) Developing of an FRP guard rail system ensuring the durability of the entire superstructure and therefore reducing the maintenance costs.The project will include field and laboratory investigations necessary to validate the assumptions to be made for design of the rehabilitation. In addition, sensors will be embedded in the FRP members in order to monitor the structural performances of the bridge over time. The different sensors will be remotely read allowing in such way detecting any possible structural flaw. Missouri University of Science and Technology (formerly University of Missouri) will perform a load test after construction to ensure the in-situ structural performance of the bridge and it will perform a five years inspection (one load test per year). It is envisioned that this rehabilitation technique will lead to a design/maintenance protocol for consideration by counties for future applications.
KW  - Bents
KW  - Bridge decks
KW  - Bridge piers
KW  - Bridge superstructures
KW  - Carbon fibers
KW  - Fiber reinforced plastics
KW  - Field tests
KW  - Flaw detection
KW  - Girders
KW  - Glass fiber reinforced plastics
KW  - Greene County (Missouri)
KW  - Guardrails
KW  - Inspection
KW  - Laboratory tests
KW  - Load tests
KW  - Rehabilitation (Maintenance)
KW  - Retrofitting
KW  - Sensors
KW  - Springfield (Missouri)
KW  - Steel girders
KW  - Strengthening (Maintenance)
UR  - http://utc.mst.edu/documents/R143_CR.pdf
UR  - https://trid.trb.org/view/914510
ER  - 

TY  - RPRT
AN  - 01152838
AU  - Chambers, Matthew
AU  - Research and Innovative Technology Administration
TI  - U.S. Ocean Passenger Terminals: Serving Larger Vessels Closer to Home and Central Transit Connections
PY  - 2010/01//Special Report
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. Since 2004, the number of passenger vessel cruises have decreased, yet larger vessels helped maintain passenger levels—growing by about a half million (5.3 percent) over the 2004 to 2008 5-year period. The 9.9 million passengers in 2008 was up from 9.4 million in 2004, but down from the record high of 10.3 million-passengers in 2007.
KW  - Cruise ships
KW  - Marine terminals
KW  - Metropolitan areas
KW  - Ocean liners
KW  - Passenger ships
KW  - Ports
KW  - Ships by size
KW  - Water transportation
UR  - http://www.bts.gov/publications/bts_special_report/2010_01_19/pdf/entire.pdf
UR  - http://ntl.bts.gov/lib/35000/35300/35391/U.S.pdf
UR  - https://trid.trb.org/view/914104
ER  - 

TY  - RPRT
AN  - 01152827
AU  - Chambers, Matthew
AU  - Research and Innovative Technology Administration
TI  - Ocean Passenger Vessels: Migrating South for the Winter
PY  - 2010/01//Special Report
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 ports1 in the north. The winter when capacity operates from the southerly ports, is the peak quarter for total passengers boarded. Over the last 5 years, except in 2006, the fourth quarter has been the lowest overall quarter for U.S. cruise passenger departures.  In addition to the seasonal shifting of capacity to the south to meet increased demand for warm weather destinations, operators also shift some capacity to southern Europe. Additionally, operators often use the lower volume fourth quarter as a time to put ships into dry dock for maintenance.
KW  - Climatic regions
KW  - Ocean liners
KW  - Passenger ships
KW  - Port operations
KW  - Seaports
KW  - Seasons
KW  - Water transportation
UR  - http://www.bts.gov/publications/bts_special_report/2010_01_20/pdf/entire.pdf
UR  - http://ntl.bts.gov/lib/35000/35300/35390/Ocean.pdf
UR  - https://trid.trb.org/view/914103
ER  - 

TY  - RPRT
AN  - 01152801
AU  - Research and Innovative Technology Administration
TI  - Pocket Guide to Transportation 2010
PY  - 2010/01
SP  - 56p
AB  - This booklet provides a statistical guide on the state of transportation in the United States. Covering highway, air, rail, maritime, urban transit and pipeline, the contents include transportation topics such as transportation infrastructure and use; safety; security; mobility and livability; economy; and environmental sustainability. A glossary of terms is provided.
KW  - Economic indicators
KW  - Environmental impacts
KW  - Infrastructure
KW  - Mobility
KW  - Quality of life
KW  - Security
KW  - Statistics
KW  - Sustainable transportation
KW  - Transportation modes
KW  - Transportation safety
UR  - http://www.bts.gov/publications/pocket_guide_to_transportation/2010/pdf/entire.pdf
UR  - https://trid.trb.org/view/914378
ER  - 

TY  - RPRT
AN  - 01150759
AU  - Bozzo, Thomas
AU  - Eakin, Kelly
AU  - Meitzen, Mark
AU  - Schoech, Philip
AU  - Laurits R. Christensen Associates, Incorporated
AU  - Surface Transportation Board
TI  - An Update to the Study of Competition in the U.S. Freight Railroad Industry
PY  - 2010/01//Final Report
SP  - 147p
AB  - In November 2008, Christensen Associates issued A Study of Competition in the U.S. Freight Railroad Industry and Analysis of Proposals that Might Enhance Competition. That study provided an analysis of the performance of the freight railroad industry for 1987-2006. Since the release of that report, two additional years of the Carload Waybill Sample (CWS) data and the Rail Form 1 data (R-1 data) have become available. The current report incorporates these additional data into the analysis to provide an update for the years 2007 and 2008. Throughout the current report updating the analysis through 2008, references are made to the findings from the “original study” or the “original report.” Those references refer to the original study as revised in November 2009. The current report updates Chapters 8-15 of the original report. These chapters relied on the CWS and R-1 data, which are now available through 2008.
KW  - Carloadings
KW  - Competition
KW  - Freight traffic
KW  - Freight trains
KW  - Freight transportation
KW  - Railroads
KW  - Trend (Statistics)
KW  - United States
KW  - Waybill samples
UR  - http://www.stb.dot.gov/stb/docs/CompetitionStudy/Final/January%202010%20Report.pdf
UR  - https://trid.trb.org/view/912684
ER  - 

TY  - RPRT
AN  - 01619077
AU  - National Highway Traffic Safety Administration
AU  - Health Resources and Services Administration
TI  - Emergency Medical Services: Agenda for the Future
PY  - 2010
SP  - 106p
AB  - The Emergency Medical Services (EMS) Agenda for the Future provides an opportunity for all health care providers to examine what has been learned during the past 30 years.  Its purpose is to outline the most important directions for future EMS development. During the process of creating this document, the EMS Agenda for the Future Steering Committee sought and incorporated input from a broad, multi-disciplinary spectrum of EMS stakeholders. This project was supported by the National Highway Traffic Safety Administration and the Health Resources and Services Administration, Maternal and Child Health Bureau. This document focuses on aspects of EMS related to emergency care outside traditional health care facilities. It recognizes the changes occurring in the health care system of which EMS is a part.
KW  - Emergency medical services
KW  - Health care
KW  - Recommendations
KW  - Stakeholders
KW  - Strategic planning
UR  - http://www.ems.gov/pdf/advancing-ems-systems/Provider-Resources/EMS_Agenda_For_The_Future_2010.pdf
UR  - https://trid.trb.org/view/1435711
ER  - 

TY  - CONF
AN  - 01608503
AU  - Christensen, Don
AU  - Mallela, Jag
AU  - Hein, David
AU  - Kalberer, Eric
AU  - Farrar, Mike
AU  - Bonaquist, Ramon
AU  - Federal Aviation Administration
TI  - Effect of Deicing and Anti-Icing Chemicals on HMA Airfield Runways
PY  - 2010
SP  - 16p
AB  - The purpose of Airfield Asphalt Pavement Technology Program (AAPTP) Project 5-3 was to investigate the performance of hot-mix asphalt (HMA) airfield pavements subjected to deicing and anti-icing chemicals (DIAIC). The most commonly used DIAICs include potassium acetate, sodium acetate, urea, and ethylene and propylene glycol. Recently, several Nordic countries have reported what appears to be damage in HMA pavements related to the use of DIAICs. The exact mechanism of this damage is not clear, although it appears to be a form of moisture damage accelerated by the low surface tension and relatively high density of many DIAIC solutions. DIAIC-related damage does not appear to be common in airfield pavements in the U.S. and Canada. If it is suspected that an HMA mixture is susceptible to DIAIC-related damage, a simple procedure called the immersion tension test can be used to perform an evaluation. In cases where DIAIC-related damage is a problem, mixture performance can be improved by using a stiffer binder and/or by incorporating hydrated lime into the mixture. When an HMA mixture prone to DIAIC-related damage is used in an airfield pavement, it is essential to thoroughly compact the pavement to reduce the air voids to the lower end of the specified range.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air voids
KW  - Airport runways
KW  - Anti-icing
KW  - Calcium hydroxide
KW  - Deicing chemicals
KW  - Hot mix asphalt
KW  - Moisture damage
KW  - Pavement performance
KW  - Tension tests
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/240/Effect-of-Deicing-Chemicals-on-HMA-Airfield-Pavements
UR  - https://trid.trb.org/view/1419970
ER  - 

TY  - CONF
AN  - 01608490
AU  - Boyer, Bob
AU  - Buncher, Mark
AU  - Federal Aviation Administration
TI  - Guidelines for Use of Highway Specifications for HMA Airport Pavements
PY  - 2010
SP  - 16p
AB  - Airfield Asphalt Pavement Technology Program (AAPTP) Project 06-05 called for the development of guidelines to be used by practicing airport pavement design engineers on the utilization of state highway hot mix asphalt specifications for use in airport pavements. Federal Aviation Administration (FAA) specifications (P-401, P-401 Superpave and P-403) were first reviewed for current criteria acceptance ranges. State specifications were gleaned to identify general topical areas. Interviews were conducted with each FAA Region Engineer and select State Aviation Offices to gain a better insight as to when, how, which and where state specifications were utilized for airfield projects. Public Law and FAA Orders pertaining to the use of state specifications for airfields were also reviewed. From the above reviews and interviews, a draft guideline document in the language and format of a draft FAA Engineering Brief (EB) was developed that an experienced engineer could use to develop a state standard airport pavement (SSAP) specification for airports <60,000# aircraft gross weight (AGW). In the draft EB-XX, critical elements were listed as well the recommended approach of how each was to be addressed in order to ensure equal quality and performance as expected with a P-401 mix. The critical elements were traffic, materials, composition, construction, acceptance, quality control, measurement and payment. The draft EBXX was continually refined through a series of test cases on 10 different state specifications, representing a variety of FAA regions and climatic environments.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Climate
KW  - Guidelines
KW  - Hot mix asphalt
KW  - Mix design
KW  - Pavement design
KW  - Pavement performance
KW  - Quality control
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/239/Guidelines-for-Use-of-Highway-Specifications
UR  - https://trid.trb.org/view/1419969
ER  - 

TY  - CONF
AN  - 01608488
AU  - Buttlar, William G
AU  - Dave, Eshan V
AU  - Sherman, Daniel S
AU  - Federal Aviation Administration
TI  - Hybrid Reflective-Crack Relief System at Greater Peoria Regional Airport: A Case Study
PY  - 2010
SP  - 17p
AB  - Reflective cracking continues to be a major contributor to premature deterioration of asphalt overlays. The design methodologies for asphalt overlays are predominantly empirical, hindered by a lack of fundamental understanding of reflective cracking mechanisms and a shortage of validated damage models. This paper describes a comprehensive reflective cracking study involving instrumented field sections, laboratory testing, and advanced numerical modeling techniques. In coordination with the Illinois Division of Aeronautics, a series of test sections were constructed at the Greater Peoria Regional Airport (GPRA) in central Illinois. In particular, a novel high-performance, partial-depth composite patching method was developed for retardation of reflective cracking over an existing pavement with 50 mm wide thermal cracks. A hybrid reflective crack relief system was designed and installed, which involved a combination of a strain tolerant interlayer mixture used in conjunction with a fiberglass reinforcement grid applied in wide strips. Fundamental laboratory tests, including low-temperature creep, strength, and fracture tests were conducted on overlay and interlayer materials. Finite element analyses of field test sections were conducted, including viscoelastic bulk material modeling and cohesive zone fracture modeling. Results of parametric analyses conducted to calibrate the numerical models to measured responses caused by thermal cycling are presented. Field performance data is also presented and compared to historical performance data relating to traditional overlay systems used at GPRA, showing a significant increase in performance for the new hybrid interlayer system. The comprehensive lab, field, and modeling study provides significant new insight towards the mechanisms of reflective cracking in airfield pavements and its mitigation.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Creep
KW  - Deterioration
KW  - Finite element method
KW  - Low temperature
KW  - Overlays (Pavements)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Structural deterioration and defects
KW  - Test sections
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/260/Hybrid-Reflective-Crack-Relief-System-at-Greater-Peoria-Regional-Airport-A-Case-Study
UR  - https://trid.trb.org/view/1418998
ER  - 

TY  - CONF
AN  - 01608485
AU  - Celaya, Manuel
AU  - Nazarian, Soheil
AU  - Rao, Chetana
AU  - Von Quintus, Harold
AU  - Federal Aviation Administration
TI  - Delamination Detection of HMA Airport Pavements with NDT Devices
PY  - 2010
SP  - 16p
AB  - Sufficient bonding between the hot mix asphalt (HMA) layers is essential to ensure the desired structural capacity of a pavement. Delamination or debonding problems are particularly more severe on airfield pavements, due to higher traffic loads applied by aircrafts. Further progression of delamination may result in stripping of the lower layers due to the intrusion of moisture or may develop other dangerous distresses such as foreign object debris (FOD). Rapid nondestructive test (NDT) methods to determine the existence and extent of delamination in asphalt pavements are needed. In this paper, the existing NDT procedures and equipment that have the potential to address the problem were identified and their effectiveness and potential for success were evaluated. The identified NDT methods, which included the Ground Penetrating Radar, Thermography, sonic/seismic and impulse response, were evaluated on a controlled pavement section that was specifically constructed with various levels of debonding at different depths and with different asphalt mixes. The theoretical and practical strength and limitations of different methods are discussed in this paper.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Asphalt pavements
KW  - Bonding
KW  - Delamination
KW  - Ground penetrating radar
KW  - Hot mix asphalt
KW  - Moisture content
KW  - Nondestructive tests
KW  - Thermographs
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/253/Delamination-Detection-of-HMA-Airport-Pavements-with-NDT-Devices
UR  - https://trid.trb.org/view/1419044
ER  - 

TY  - CONF
AN  - 01608482
AU  - Fabre, C
AU  - Balay, J M
AU  - Lerat, P
AU  - Federal Aviation Administration
TI  - Full-Scale Aircraft Tire Pressure Tests
PY  - 2010
SP  - 19p
AB  - This paper describes an outdoor full-scale test led by Airbus S.A.S in partnership with the French authorities DGAC-STAC, LCPC, LRPC-T, MICHELIN and VANCOUVER² to improve experimental and theoretical knowledge related to the effects of aircraft internal tire inflation pressure on the behavior of and damage to flexible pavement. Since some modern aircraft have tire pressures exceeding 15 bar, the tests focus on pressures from 15 bar to 17.5 bar. The experimental pavement located on the Toulouse-Blagnac airport in France includes up to seven different test sections, representative of current airfield flexible pavement worldwide. Variant parameters from one section to another are thickness of AC surface layer and its performance in respect of rutting, and surface treatment as grooving. The aircraft simulation vehicle drives four dual-wheel gears sufficiently spaced enough in order to prevent from any interaction between them, making it possible to test two different tire pressures (15 and 17.5 bar) and two weights per wheel (ultimate weights, 28.5 and 33.2 tons) simultaneously. The seven test sections are instrumented to measure resilient strains, and resilient and permanent displacements (rutting). The structure has been initially designed according to the French airport pavement design method, for 10,000 passes of B747-400 gear. Tests will continue until the simulator runs are no longer possible due to the high rut depth level.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Deformation
KW  - Flexible pavements
KW  - France
KW  - Pavement performance
KW  - Prototype tests
KW  - Rutting
KW  - Simulation
KW  - Surface course (Pavements)
KW  - Tire pressure
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/269/Full-Scale-Aircraft-Tire-Pressure-Tests
UR  - https://trid.trb.org/view/1418993
ER  - 

TY  - CONF
AN  - 01608472
AU  - Godiwalla, Adil
AU  - Federal Aviation Administration
TI  - 23 Year Assessment and Total Reconstruction of Apron at Ellington Airport Using Beam on Elastic Foundation Technique
PY  - 2010
SP  - 9p
AB  - The apron at Ellington Airport has settled about 9" to 12" due to movement of the geographical fault. The apron is about 40 years old and this happened in 1945-1985 time period. Therefore, the apron has to be shut down in the vicinity as there was a deep and large bump in the apron (about 6" to 12" in depth).
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Aprons (Airports)
KW  - Beams
KW  - Ellington Air Force Base (Tex.)
KW  - Foundations
KW  - Reconstruction
KW  - Settlement (Structures)
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/226/23-Year-Assessment-and-Total-Reconstruction-of-Apron-at-Ellington-Airport-using-Beam-on-Elastic-Foun
UR  - https://trid.trb.org/view/1420004
ER  - 

TY  - CONF
AN  - 01608446
AU  - Hudspeth, Skip
AU  - Hayhoe, Gordon F
AU  - Federal Aviation Administration
TI  - Full-Motion Aircraft Simulator Enhancements to Improve Cockpit Response to Pavement Roughness
PY  - 2010
SP  - 15p
AB  - As a preliminary to a project to measure pilot’s subjective response to vertical cockpit vibrations in ground maneuvers, the software of the Boeing 737 full-motion simulator located at the on Federal Aviation Administration (FAA) Mike Monroney Aeronautical Center in Oklahoma City has been modified to enhance the representation of cockpit response to pavement roughness. Modifications made to the software include the ability to load longitudinal elevation profiles measured on airport pavements, suppression of the generic roughness simulation models, and the addition of flexible body modes to the flight system dynamic simulation model. The modifications are described, together with the procedure used to transfer the computed vertical cockpit accelerations to the motion system. Cockpit accelerations computed in response to a number of test profiles are compared with accelerations measured with a physical accelerometer positioned below the pilot’s seat in the simulator cockpit. Comments made by two test pilots regarding the fidelity of the cockpit acceleration responses during taxiing, takeoff, and landing are reported. The pilots considered the responses to feel realistic except for the representation of background roughness, induced tire noise and the absence of responses to passing over centerline lights and concrete pavement joints.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Cockpits
KW  - Concrete pavements
KW  - Flight simulators
KW  - Landing
KW  - Roughness
KW  - Takeoff
KW  - Taxiing
KW  - Tire/pavement noise
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/230/Full-Motion-Aircraft-Simulator-Enhancements-to-Improve-Cockpit-Response-to-Pavement-Roughness
UR  - https://trid.trb.org/view/1419973
ER  - 

TY  - CONF
AN  - 01608426
AU  - Bunch, Wendell
AU  - Herricks, Edwin E
AU  - Federal Aviation Administration
TI  - Observational Validation of Avian Radar Systems
PY  - 2010
SP  - 12p
AB  - At airports, avoiding collisions between birds and aircraft is the focus of both wildlife management and bird strike hazard warning systems. In the past, the tools available to airport personnel were limited to human observation, which documented species and numbers, followed by scientific analysis. With the advent of radar technologies and the availability of relatively inexpensive radar systems, a new tool was introduced to airport safety management systems. Avian radar provides an opportunity to extend observational capabilities to 24/7 time frames and the ability to expand spatial coverage in both distance and altitude.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air transportation crashes
KW  - Aircraft operations
KW  - Aviation safety
KW  - Bird strikes
KW  - Hazards
KW  - Radar air traffic control
KW  - Wildlife
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/229/Observational-Validation-of-Avian-Radar-Systems
UR  - https://trid.trb.org/view/1420355
ER  - 

TY  - CONF
AN  - 01608414
AU  - McCullagh, Paul
AU  - Tipnis, Manoj
AU  - Federal Aviation Administration
TI  - A Case Study - Upgrade of the Terminal Apron at Mumbai International Airport
PY  - 2010
SP  - 16p
AB  - Chattrapati Shivaji International Airport (CSIA) at Mumbai, India, currently handles in excess of 21 million passengers and 465,000 metric tonnes (512,500 Tons) of cargo per annum. These figures are forecast to grow to 40 million passengers and 1 million metric tonnes (1.1 million Tons) of cargo per annum by 2015. In April 2006, Mumbai International Airport Private Limited (MIAL) signed an Operational, Management and Development Agreement with the Airports Authority of India (AAI) to operate, maintain, develop, design, construct, upgrade, modernize, finance and manage the airport for a period of 30 years, with an extension option for a further 30 years. In 2007, Larsen & Toubro Limited, ECC Division (L&T) were awarded a contract by MIAL to upgrade the airport as part of the CSIA Expansion and Renovation Program. MIAL is a joint venture company owned by a GVK Group consortium and Airports Authority of India (AAI). As part of the CSIA Expansion and Renovation Program, the existing international terminal and the associated aprons are being replaced. The project consists of the replacement of approximately 540,000 m2  of existing rigid pavements with over 950,000 m2  of new pavement. The aprons will be in use throughout the 3 year construction period, and are currently operating near saturation traffic levels. Detailed staging has been implemented to achieve a balance between the operational use of the aprons and adequate work faces to achieve construction efficiency. The project timeline is further complicated by an annual monsoon period of four months duration. The reconstructed aprons have been designed to International Civil Aviation Organization (ICAO) standards utilizing FAARFIELD software for pavement design. Geometric and pavement designs were designed in accordance with ICAO Annex 14 and ICAO Aerodrome Design Manual Parts 1, 2 and 3. FAA Advisory Circular 150/5320-6E was used as a guide for pavement designs and detailing. The forecast usage for each apron taxilane and aircraft stand was analyzed and pavement thicknesses were determined using FAARFIELD. The aircraft parking stands were designed using fewer departures but with correction factors to cater for reduced wander. Both designs gave similar results, hence a uniform pavement thickness was adopted throughout. The majority of the new apron footprint rests over existing concrete and flexible pavements which will be used as a foundation for the new rigid pavements to economize the design and expedite construction. The apron requires vertical shape correction which leads to varying degrees of cut and fill over the existing surface. The existing apron pavement will be reused in a number of ways, including rubblization of the existing concrete pavements, recycling of other concrete pavements for use as subbase where rubblization is not feasible, and removal of the existing wearing courses and utilization of the underlying pavement courses as subbase. Where none of this is possible due to inadequate cover over subgrade, new full depth pavements have been adopted. The subbase for the new concrete pavements is therefore a mixture of rubblized concrete, existing subbase and new subbase. Utilizing rubblised concrete as a subbase for new rigid pavements is a highlight of the project.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Aprons (Airports)
KW  - Chhatrapati Shivaji International Airport
KW  - Comminution
KW  - Construction
KW  - Flexible pavements
KW  - Pavement design
KW  - Rigid pavements
KW  - Subbase (Pavements)
KW  - Thickness
KW  - Wearing course (Pavements)
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/223/A-Case-Study-Upgrade-of-the-Terminal-Apron-at-Mumbai-International-Airport
UR  - https://trid.trb.org/view/1419977
ER  - 

TY  - CONF
AN  - 01608406
AU  - Song, Injun
AU  - Garg, Navneet
AU  - Federal Aviation Administration
TI  - High Tire Pressure and Temperature Effects on Hot Mix Asphalt Concrete Permanent Deformation Using Customized Asphalt Pavement Analyzer (APA)
PY  - 2010
SP  - 14p
AB  - New pavement standards are needed due to the advent of newer aircraft exceeding the current International Civil Aviation Organization (ICAO)’s 217 psi (1.50 MPa) tire pressure limit. The Federal Aviation Administration (FAA) owns a customized Asphalt Pavement Analyzer (APA) which can apply higher tire pressures and loads for aircraft loading conditions. Cores with 6 inches (152 mm) diameter by 3 inches (76 mm) high were taken from the FAA’s National Airport Pavement Test Facility (NAPTF) high tire pressure area and prepared for tests at two different contact pressures of 100 psi and 250 psi using the customized APA. The test was also performed at two different temperatures of 70°F and 140°F. The APA test results were analyzed in terms of rut depth and rut slope with different tire pressures and temperatures. The recorded rut depth measurements by the APA were compared and confirmed by manual measurements after the testing. The gradation of the Hot Mix Asphalt (HMA) mix in the cores is provided with test results. The results show that the rut depth increased significantly with higher contact pressures and temperatures. Also, the permanent deformation was more sensitive to temperature than to the contact pressure changes.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Deformation
KW  - Hot mix asphalt
KW  - National Airport Pavement Test Facility
KW  - Ruts (Pavements)
KW  - Temperature
KW  - Tire pressure
KW  - U.S. Federal Aviation Administration
KW  - Wheel loads
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/268/High-Tire-Pressure-and-Temperature-Effects-on-Asphalt-Concrete-Permanent-Deformation-using-Customize
UR  - https://trid.trb.org/view/1418992
ER  - 

TY  - CONF
AN  - 01608399
AU  - Majumdar, Siddhartha
AU  - Herricks, Edwin E
AU  - Federal Aviation Administration
TI  - Managing Data from Avian Radar Systems
PY  - 2010
SP  - 12p
AB  - Avian radar systems have been deployed to several airports in a performance assessment program developed by the University of Illinois Center of Excellence for Airport Technology Airport Safety Management Program (CEAT) for the Federal Aviation Administration Research and Development Branch, AJP63. As part of the CEAT Performance/Capability Assessment Program for Avian Radar Systems at Civil Airports, avian radar deployment began in 2006 with the acquisition of radar units and completion of initial calibration testing and licensing. The deployments were intended to assess this new technology at civil airports, exploring a wide range of technical and operational issues, including issues of data and data management. Data generated by avian radar can support airport safety management systems by improving the understanding of the movements and the timing of movements of birds on and around an airport. Even when avian radar cannot be monitored in real-time, the analysis of archived data can support directed management efforts to reduce or eliminate bird hazards through such applications as evaluating avian risks on or around the airport or predicting hazardous events at specific locations. Thus, the ability to review such archived data is essential to the successful use of avian radar as a tool for improved airport safety. However, the magnitude of data produced by the radar can create an obstacle to achieving this goal. Under normal operation, a single radar will produce approximately 150 gigabytes (GB) of processed data a year, consisting of plots-and-tracks files that support a range of post-processing options. In addition, records of raw radar data, which provide maximum opportunity for post-collection analysis, can require many GB of data storage in a very short time. After the initial deployment of an avian radar system at the Naval Air Station Whidbey Island, Oak Harbor, WA (NASWI) and a second system at the Seattle Tacoma International Airport (SEA), radar data was generated, and data analysis and management became a major and continuing effort in the performance assessment program. Although the basic data products of avian radars are well understood, the format and complexity of the data stream and the methods for management of high-frequency and long-term data were not well-defined for this technology and for application in an airport environment. Beginning with the acquisition of the first radar units, data issues were explored by CEAT and procedures were developed to acquire, process, analyze, and interpret radar data. Based on this experience, CEAT developed a comprehensive data management system that has evolved from on-site recording of radar data to a networked system that automatically processes and displays data, including a real-time display of radar detections. This paper will review the general characteristics of radar data generation with particular focus on plots-and-tracks information used in post-processing. Post-processing will be reviewed, illustrating the information products developed by CEAT.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Aviation safety
KW  - Bird strikes
KW  - Data analysis
KW  - Data management
KW  - Detection and identification systems
KW  - Radar
KW  - Real time information
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/228/Managing-Data-from-Avian-Radar-Systems
UR  - https://trid.trb.org/view/1420017
ER  - 

TY  - CONF
AN  - 01608391
AU  - Mayer, David
AU  - Herricks, Edwin
AU  - Federal Aviation Administration
TI  - Locating Avian Radars at Civil Airports
PY  - 2010
SP  - 12p
AB  - The site selection process is a critical element of eventual avian radar performance on a civil airport. Finding an acceptable site requires prioritizing identified needs and then carefully analyzing competing issues. From a wildlife detection perspective, the most important criteria for site selection are providing good detection capability for known critical areas on the airport. Critical areas are those locations where observational data suggests a high hazard potential due to site attractants or the actual use of the area known from observations. From a radar operations perspective, the most critical criterion is minimizing clutter interference for critical areas. These two factors can generally be accommodated by several locations. The final location can then be determined by considering infrastructure needs, such as the enclosures needed for the radar system (including towers or other structures required for the radar antenna), power supply, and the availability of high speed connectivity. Finding the correct balance between these components is the first step in bringing an avian radar system on-line at any civil airport, and each component creates unique challenges to the siting process. The process is further complicated by the requirement for Federal Aviation Administration (FAA) Form 7460 approval, which addresses issues of possible obstructions and frequency interferences and is required prior to the placement of the radar on the airport.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport control towers
KW  - Airports
KW  - Civil aircraft
KW  - Detection and identification
KW  - Infrastructure
KW  - Obstructions (Navigation)
KW  - Radar air traffic control
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/227/Locating-Avian-Radars-at-Civil-Airports
UR  - https://trid.trb.org/view/1420015
ER  - 

TY  - CONF
AN  - 01608386
AU  - Shirazi, Hamid
AU  - Speir, Richard
AU  - Ayres, Manuel
AU  - Federal Aviation Administration
TI  - General Safety Management Systems Gap Analysis Survey for US Airport
PY  - 2010
SP  - 15p
AB  - The cost of accidents has become critical for the aviation industry; however, currently, most airports deal with safety issues in a reactive manner and without a systematic approach to optimize available resources and to minimize risk. Moreover, the International Civil Aviation Organizations (ICAO’s) Contracting States have agreed to that the implementation of Safety Management Systems (SMS) will become an international standard effective in November 2010. This decision represents one of the most significant changes in the regulatory framework for the operation of airports in recent years. The Federal Aviation Administration (FAA) is strongly supporting the adoption of such an international standard and intends to implement SMS at U.S. airports in a way that complements the requirements of 14 CFR Part 139, Certification of Airports. The FAA is now evaluating the best way to introduce an SMS requirement and plans to issue a notice of proposed rulemaking (NPRM) about SMS in the near future. As part of the actions already taken in that direction, the FAA has developed an SMS advisory circular for airports, initiated the second SMS Pilot Study and is sponsoring the development of additional guidance, which this research is a part of. As part of an Airport Cooperative Research program (ACRP) project to develop a Guidebook on Airport Safety Management Systems, two surveys were conducted to compile the perceptions of airport personnel. The first survey had the objective to identify the SMS elements in place at Part 139 airports. The second survey was conducted in the form of interviews with key personnel of airports participating in the 1st FAA Pilot Project on Airport SMS. The latter had the objective of obtaining feedback for a draft Guidebook prepared by the research team. These interviews offered another opportunity to conduct a general gap analysis with 15 participating airports. An analysis of the data gathered from the airport surveys was performed to assist in determining what SMS strengths and weaknesses exist within US airports. Based on the analysis, an assessment is made on existing SMS elements available at US airports, and the Guidebook on airport SMS (ASMS) should address these differences. As a secondary benefit, the results of the survey provided insight, although with limitations, into the present safety culture at different airport locations, airport types and for the airport community as a whole. This paper presents a summary of the results obtained from the airport surveys. The analysis of survey responses and interviews provided a general gap analysis for ASMS on Part 139 airports.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air transportation crashes
KW  - Airport Cooperative Research Program
KW  - Airports
KW  - Data analysis
KW  - Decision making
KW  - International Civil Aviation Organization
KW  - Location
KW  - Safety management
KW  - Surveys
KW  - U.S. Federal Aviation Administration
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/208/General-Safety-Management-Systems-Gap-Analysis-Survey-for-US-Airport
UR  - https://trid.trb.org/view/1420395
ER  - 

TY  - CONF
AN  - 01608362
AU  - Cooley, L Allen
AU  - Ahlrich, R C
AU  - James, Robert S
AU  - Federal Aviation Administration
TI  - Design of Hot Mix Asphalt for Airfield Pavements Using the Superpave Gyratory Compactor
PY  - 2010
SP  - 16p
AB  - Approximately 90 percent of America’s paved runways are paved with hot mix asphalt (HMA). However, only a small percentage of the total HMA placed in the United States is used for airfields. Historically, HMA for airfield pavements has been designed using the Marshall mix design method. Conversely, the vast majority of non-airfield HMA pavements placed during the last 5 to 7 years have been designed using the Superpave mix design system. The percentage of HMA that is being designed using the Superpave mix design system is increasing every year. Therefore, mix design experience is being gained by HMA contractors, commercial labs, and industry personnel in the area of Superpave. Since the Marshall mix design procedure is becoming the exception to the rule, industry personnel are becoming increasingly unfamiliar with the Marshall mix design method. As such, the airfield industry needs to implement the Superpave mix design system in airfield pavements in order to benefit from the industry’s experience with Superpave.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Design methods
KW  - Hot mix asphalt
KW  - Marshall test
KW  - Mix design
KW  - Paving
KW  - Superpave
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/274/Design-of-Hot-Mix-Asphalt-for-Airfield-Pavements-Using-the-Superpave-Gyratory-Compactor
UR  - https://trid.trb.org/view/1418997
ER  - 

TY  - CONF
AN  - 01608356
AU  - Cudmore, Paul
AU  - Federal Aviation Administration
TI  - GPS, GIS & Wireless Technologies for Effectively Supporting Airfield Safety Including Incursion Reduction
PY  - 2010
SP  - 15p
AB  - Airfield operations have increased in complexity and volume over the past several years due to a number of factors including but not limited to increased regulatory requirements, budget constraints, requirements for more take-offs/landings, training issues and losing experienced airfield operators (retirement for example). The Flight Safety Foundation has indicated that as air traffic is on the rise, issues such as mitigating human error and training are critical to continuing to ensure safe working environments, not to mention the need to adopt new technologies to enhance safety and support an economically viable industry. As such, new tools and resources to help manage the workload and improve its efficiency, while maintaining and or enhancing safety, are appreciated by airport operators.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air traffic
KW  - Airport operations
KW  - Aviation safety
KW  - Budgeting
KW  - Geographic information systems
KW  - Global Positioning System
KW  - Human error
KW  - Landing
KW  - Retirement
KW  - Takeoff
KW  - Wireless communication systems
KW  - Working conditions
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/209/GPS,-GIS-and-Wireless-Technologies-for-Effectively-Supporting-Airfield-Safety-Including-Incursion-Re
UR  - https://trid.trb.org/view/1420397
ER  - 

TY  - CONF
AN  - 01608352
AU  - Buncher, Mark
AU  - Federal Aviation Administration
TI  - Guidelines for Airfield Rubblization
PY  - 2010
SP  - 16p
AB  - Airfield Asphalt Pavement Technology Program (AAPTP) Project 04-01 called for the documentation of the state of the art in rubblization technology for airfield pavements and for developing guidelines covering project feasibility, thickness design/material characterization, quality assurance criteria and methods, and construction/equipment issues. The AAPTP 04-01 Final Report can be found at www.aaptp.us. This paper is an abbreviated description of the key findings from that report. An extensive review of the literature on rubblization for both highways and airfields was conducted under this project. A comparison of current rubblization specifications was provided, along with a summary of all airfield rubblization projects known to date. The combination of thin slabs (less than 9-inches) and weak underlying support (little to no subbase and soft subgrade that is often saturated) can produce marginal stability and difficulty in effectively rubblizing the portand cement concrete (PCC) to specified criteria. A suggested criteria and protocol was developed for assessing the suitability of rubblization as a rehabilitation technique if the concrete slabs are less than 9 inches thick and have weak underlying support. Even when a significant portion of a project is assessed with a moderate to high level of risk, there are a number of recommendations and considerations in the planning, design and construction stages to optimize success. Structural characterization of the rubblized layer is covered; along with other thickness design considerations such as minimum overlay thickness. To determine appropriate design modulus values for a rubblized layer, the literature was reviewed for studies where back-calculated modulus values of rubblized layers (Erub) were determined. In addition, new back-calculations were performed for several projects, providing a total of 17 unique rubblized sections. The average in-place Erub value was 205 ksi, with the absolute range being 100-430 ksi. Quality control and assurance of the rubblization process is addressed, providing recommendations regarding test strips, test pits and particle-size acceptance criteria. Guidance on equipment and other issues are also covered.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Backcalculation
KW  - Comminution
KW  - Optimization
KW  - Overlays (Pavements)
KW  - Portland cement concrete
KW  - Quality assurance
KW  - Quality control
KW  - Rehabilitation (Maintenance)
KW  - Stability (Mechanics)
KW  - Subbase (Pavements)
KW  - Thickness
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/238/Guidelines-for-Airfield-Rubblization
UR  - https://trid.trb.org/view/1419968
ER  - 

TY  - CONF
AN  - 01608342
AU  - Guo, Edward H
AU  - Federal Aviation Administration
TI  - Concrete Pavement Strength and Beam Flexural Strength
PY  - 2010
SP  - 14p
AB  - The complete failure of a concrete pavement can be divided into three stages: from brand new to a crack initiated; from the first crack initiation to full depth and full length; and from one crack to many cracks those lead to end of pavement service life. The validation of “fatigue failure” concept embedded in Federal Aviation Administration (FAA) design specifications since 1970’s was based on an assumption: the concrete pavement strength is relatively close to the concrete beam flexural strength following ASTM C78. In past ten years, this assumption has been repeatedly verified by the full scale tests for different pavements under static and slow rolling loads at the Federal Aviation Administration’s (FAA’s) National Airport Pavement Test Facility (NAPTF). However, different conclusion was obtained recently based on experimental studies in [8] and [9]: the pavement strength is 2.8 times in average higher than the beam flexural strength. Their test procedures were reviewed and data were re-analyzed. It has been found that the test results themselves are reliable, but the analysis procedure leads to an overestimate of pavement strength. Three-stage failure was clearly recorded from the tests. The response at the end of second stage was analyzed using linear-elastic model that is only valid in the first stage. After the data is reanalyzed up to the end of the first stage, the conclusions by the FAA become similar.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Concrete pavements
KW  - Cracking
KW  - Failure
KW  - Flexural strength
KW  - National Airport Pavement Test Facility
KW  - Service life
KW  - Static loads
KW  - Test procedures
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/266/Pavement-Strength-and-Beam-Flexural-Strength
UR  - https://trid.trb.org/view/1418981
ER  - 

TY  - CONF
AN  - 01608333
AU  - Hein, David K
AU  - Hall, Jim
AU  - Olidis, Chris
AU  - Jones, Justin
AU  - Federal Aviation Administration
TI  - Best Practices for Airport Design/Build Procurement
PY  - 2010
SP  - 15p
AB  - Budget cuts and decreased airline capacity have caused most airports to scale back their capital programs. Still, over the past few years more and more airport owners have been looking for new methods of designing and building facilities quickly and economically. One project delivery method that is gaining popularity across North America is Design/Build (D/B). D/B projects combine the design and construction phases into one contract that is awarded to a single entity, usually a joint venture made up of consultants and contractors. In D/B projects, the design firms’ role may be significantly different than traditional design/bid/build (D/B/B) projects. These role changes can create significant opportunities for airport consultants and project sponsors, but they can also pose challenges and risks. This paper summarizes the findings of the Innovative Pavement Research Foundation research report IPRF 01-G-002-06-1 Using Design/Build Acquisition for Airfield Pavements including best practices for the successful use of the D/B method for airport pavements.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Airports
KW  - Best practices
KW  - Budgeting
KW  - Construction projects
KW  - Design bid build
KW  - Design build
KW  - Pavement performance
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/261/Best-Practices-for-Airport-DesignBuild-Procurement
UR  - https://trid.trb.org/view/1418999
ER  - 

TY  - CONF
AN  - 01608329
AU  - Wang, Jinfeng
AU  - Herricks, Edwin E
AU  - Federal Aviation Administration
TI  - Bird-Aircraft Strike Threat Assessment Using Avian Radar Information
PY  - 2010
SP  - 12p
AB  - Bird-aircraft collisions or bird strikes have been a major concern to aviation safety since the early days of aviation. The number of bird strikes has increased sharply over recent years and is expected to keep increasing in the United States (US) and perhaps throughout the world due to the increasing air traffic and bird population. More than 12,500 bird strikes occur every year to US civil and military aircraft, as reported in Richardson. Richardson's financial evaluation shows that bird strikes cost the U.S. commercial aviation over $600 million every year. Birds near the airport post serious threat to the aircraft. Statistical analyses in Transport Canada, Cleary et al. and Federal Aviation Administration (FAA) show that about 91% of departure collisions and 83% of arrival collisions occur within 5 nautical miles (9260 meters) of the airport and 92% of all bird strikes happen below 3000 feet (914.4 meters) relative to ground level. Because there is no effective way to influence bird activity in the air, the only chance to minimize the threat of bird strikes is to avoid flying through regions with high bird density. Therefore, evaluating bird strike threats to aircraft near the airport is a very critical element in programs to reduce bird strikes. Bird strike threat is directly influenced by bird activity in terms of bird density (bird count/area), bird body mass, collision speed and flight direction as mentioned in Tedrow, Dolbeer and Transport Canada. Although the threat is generally assumed to be higher in areas where bird densities are high, the result may not be consistent with the assumption because of the area location (e.g. close to or far away from aircraft flight routes), bird species and bird flight behavior. Collision speed is important where more damage is likely at higher speeds, so collisions at higher altitude may be more damaging because speeds are greater. It is more meaningful to evaluate bird strike threat in some critical target areas inside and outside the airport where bird strikes mostly occur. Radar has been proven to be a useful and effective tool in bird movement study since the 1960s in Eastwood and Gauthreaux et al. With radar, information collected for a target can include velocity, heading direction, latitude, longitude and altitude. Radars function around the clock and operate effectively under poor hearing and viewing conditions. Advancement in radar and processing technology support analysis of bird movement dynamics. In this study, the authors use radar to collect bird activity data to further evaluate bird strike threats to aircraft operations at the Naval Air Station Whidbey Island (NASWI), located in Oak Harbor, Washington. The overall wildlife management program at NASWI is designed to improve safety through bird hazard management. The NASWI installation has two sections: Ault Field, which is the focus of aircraft operations, and the Seaplane Base, which provides administration and housing support for NASWI staff. The threat analysis focuses on Ault field, located on the Strait of Juan de Fuca. The Strait of Juan de Fuca is a large water body connecting the Georgia Strait and Puget Sound to the Pacific Ocean. The geographical location of Ault Field is 48° 21' 8" N, 122° 39' 15" W. As shown in Figure 1, there are two runways that form an "X" pattern: runway7/25 is oriented east/west and runway 14/32 is oriented north west/southeast. There are also several taxiways connecting runways and the military aircraft ramp areas. The Strait attracts many seabirds, and there is a large bird community that includes raptors, passerines, and waterfowl in the area. The authors objective was to evaluate bird strike threat in critical target areas on and around Ault Field using a threat assessment model.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air traffic
KW  - Aircraft operations
KW  - Aviation safety
KW  - Bird strikes
KW  - Crashes
KW  - Radar
KW  - Statistical analysis
KW  - Wildlife
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/234/Bird-Strike-Threat-Assessment-Using-Avian-Radar-Information
UR  - https://trid.trb.org/view/1419975
ER  - 

TY  - CONF
AN  - 01608327
AU  - Woodworth, Elizabeth
AU  - Herricks, Edwin E
AU  - Federal Aviation Administration
TI  - Procedures for FOD Detection System Performance Assessments: Radar-Based and Dual Sensor Systems
PY  - 2010
SP  - 10p
AB  - As part of a comprehensive performance assessment of Foreign Object Debris (FOD) detection systems at civil airports, assessments of a radar system and a hybrid electro-optical and radar detection system was conducted by the Center of Excellence for Airport Technology (CEAT). The radar-based sensor was the QinetiQ TarsierTM FOD detection system. The hybrid sensor was the Xsight FODetectTM FOD detection system. The performance assessments were designed to provide a rich data resource that could assess the performance of both individual sensors and combined sensor systems. Targets included a variety of items, some with known detection characteristics, such as radar cross sectional area (RCS) for radar-based sensors and color and surface condition for electro-optical systems. Targets also had different shapes and sizes and were made of different materials to provide target characteristics that would challenge detection systems. Assessment campaigns were scheduled over a 12-month period with the intent of testing under varied weather conditions. The performance assessment of the radar-based TarsierTM FOD detection system was initiated in 2004. It included a preliminary test at John F. Kennedy International Airport (JFK) in January 2005 and an assessment of an operational system from June 2007 to March 2008 on an entire runway at Providence’s John F. Green International Airport (PVD). The assessment of the Xsight FODetectTM FOD detection system (a hybrid sensor) began in early 2008; the Xsight FODetectTM system was installed at Boston’s Logan International Airport (BOS). This installation provided partial runway coverage with a total of five sensor units. The BOS studies were initiated in June 2008 and ended in March 2009.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Detection and identification
KW  - Evaluation and assessment
KW  - Foreign object damage (Aviation)
KW  - John F. Kennedy International Airport
KW  - Logan International Airport
KW  - Performance measurement
KW  - Radar
KW  - Sensors
KW  - T. F. Green Airport (Providence, Rhode Island)
KW  - Weather conditions
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/242/Protocol-and-Procedures-for-FOD-Detection-System-Performance-Assessments-Radarbased-and-Dual-Senso
UR  - https://trid.trb.org/view/1419971
ER  - 

TY  - CONF
AN  - 01608322
AU  - Morian, Dennis
AU  - Stoffels, Shelley
AU  - Reiter, Joe B
AU  - Prisby, Robert A
AU  - Federal Aviation Administration
TI  - Multiple Laboratory Study of Field-Cured Flexural Beam Strength Results
PY  - 2010
SP  - 10p
AB  - The uniformity of concrete material properties, particularly strength, is important to the performance of concrete infrastructure elements, and in particular airfield pavements. Since airfield pavement design methods rely on assumptions about concrete flexural strength as a primary level input, it is vital that the actual in-place concrete comply with these assumptions. In addition, to achieve consistent performance and avoid random performance problems associated with variation in the actual concrete placed, it is important that the material used be uniform in strength and other properties directly related to performance. Consequently, the airfield industry has relied upon flexural strength testing as the means for specifying and accepting airfield concrete,
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Beams
KW  - Concrete pavements
KW  - Flexural strength
KW  - Laboratory studies
KW  - Pavement performance
KW  - Testing
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/247/Multiple-Laboratory-Study-of-Flexural-Beam-Strength-Results
UR  - https://trid.trb.org/view/1419003
ER  - 

TY  - CONF
AN  - 01608314
AU  - Donovan, Phillip
AU  - Tutumluer, Erol
AU  - Federal Aviation Administration
TI  - Linking Granular Base/Subbase Residual Deformations in NAPTF Pavement Test Sections to Transverse Rut Profiles
PY  - 2010
SP  - 16p
AB  - This paper presents findings from a recent research study focused on the analysis of the behavior of unbound aggregates to offset wheel loads at the Federal Aviation Administration's (FAA’s) Center of Excellence for Airport Technology (CEAT) established at the University of Illinois. Test data from full-scale aircraft gear loading conducted at the FAA’s National Airport Pavement Test Facility (NAPTF) were used to investigate the effects of wander (offset loads) on the deformation behavior of unbound aggregate layers in asphalt pavement test sections. The overall objective was to develop a better understanding of the complex rebound (recovered) and residual (unrecovered) deformation trends of granular materials due to passing of each of the 6-wheel B777 type and the 4-wheel B747 type gears for various combinations of applied load magnitudes and loading sequences (stress history effects), traffic directions, and wander positions and sequences. The NAPTF rutting performance data for the CC1 flexible pavement test sections were gathered for transverse pavement surface profiles and the individual deformations in the P209/P154 granular base/subbase layers indicated by the Multi-Depth Deflectometer (MDD) data. The unique analyses of the MDD data pioneered the use of critical transverse profile points and critical point multiplication factors to calculate individual pass residual transverse profiles. It then combined the individual profiles through an entire wander pattern to simulate the actual applied traffic on NAPTF sections and determine the creation of the residual deformation basin and the final transverse profile.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Aircraft
KW  - Airport runways
KW  - Flexible pavements
KW  - National Airport Pavement Test Facility
KW  - Ruts (Pavements)
KW  - Subbase (Pavements)
KW  - Test sections
KW  - Wheel loads
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/265/Linking-Granular-BaseSubbase-Residual-Deformations-in-NAPTF-Pavement-Test-Sections-to-Transverse-Ru
UR  - https://trid.trb.org/view/1418982
ER  - 

TY  - CONF
AN  - 01608306
AU  - Garzon, Jorge
AU  - Duarte, C A
AU  - Buttlar, William G
AU  - Federal Aviation Administration
TI  - Computational Simulations of a Full-Scale Reflective Cracking Test
PY  - 2010
SP  - 15p
AB  - Prediction and simulation of load-related reflective cracking in airfield pavements require three-dimensional models in order to accurately capture the effects of gear loads on crack initiation and propagation. In this paper, the authors demonstrate that the Generalized Finite Element Method (GFEM) enables the analysis of reflective cracking in a three-dimensional setting while requiring significantly less user intervention in model preparation than the standard FEM. This novel computational tool is used to simulate a full scale reflective cracking simulator being considered for the National Airport Pavement Test Facility (NAPTF). This paper demonstrates how numerical simulations enable the evaluation of three-dimensional crack behavior, particularly the study of vertical crack propagation versus crack channeling. These findings lead to a better understanding of the mechanisms controlling reflective cracking and help test designers in the selection of test simulator geometry, boundary conditions, and in selecting sensor types and locations.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Finite element method
KW  - Pavement cracking
KW  - Sensors
KW  - Simulation
KW  - Testing
KW  - Three dimensional flow
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/217/Computational-Simulations-of-a-Full-Scale-Reflective-Cracking-Test
UR  - https://trid.trb.org/view/1420360
ER  - 

TY  - CONF
AN  - 01608298
AU  - Federal Aviation Administration
TI  - 2010 FAA Worldwide Airport Technology Transfer Conference: Next Generation of Airport Technology
PY  - 2010
SP  - v.p.
AB  - This was an international conference on the development of technology and its applications for airports. This conference provided a unique opportunity for both the aviation industry and the research community to interact and exchange information that ensures safe and more efficient airport operations.  More than 165 people attended this conference from all over the world including aviation personnel, research scientists and engineers, aviation consultants, manufacturers and suppliers. Seventy-eight (78) papers were accepted and seventy (70) presentations were given during the conference.  Papers and presentations in the technical areas described below were presented: Airport Pavement Design and Evaluation; Airport Pavement Management; Full Scale Pavement Testing; Construction Materials and Methods; Aircraft Rescue and Fire Fighting (ARFF); Runway Surface Technology; Visual Guidance; Airport Wildlife Hazards; Runway Incursion Reduction; Planning/Design for New Large Aircraft.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air transportation crashes
KW  - Airport operations
KW  - Airport runways
KW  - Bird strikes
KW  - Fire fighting
KW  - Pavement management systems
KW  - Pavement performance
KW  - Runway incursions
KW  - Technology transfer
KW  - Test procedures
KW  - Wildlife
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Past-Airport-Technology-Transfer-Conferences/Airport-Technology-Transfer-Conference-2010
UR  - https://trid.trb.org/view/1410526
ER  - 

TY  - CONF
AN  - 01608296
AU  - Marks, David G
AU  - Lange, David A
AU  - Federal Aviation Administration
TI  - Development of Residual Stress Measurement for Concrete Pavements through Cantilevered Beam Testing
PY  - 2010
SP  - 11p
AB  - Knowledge of residual stresses is important in understanding and predicting the performance of concrete pavements. However, there is not a standard pavement test to determine these stresses. Prior pavement research was inspired by the hole-drilling strain-gage method used in metals. This method involves drilling a small hole into the specimen and measuring the resulting stress relaxation near the hole with strain gages. The strain change is then used to calculate the residual stresses in the metal. The pavement research at the Federal Aviation Administration’s National Airport Pavement Test Facility showed the promise of using core rings to create a similar stress relaxation in cantilevered concrete beams. Testing at the University of Illinois continued the use of core rings and cantilevered beams and also introduced a method using notches. Strain gages on each beam measured the strain relaxation due to a core ring, one notch, or many notches. Strain relaxation was clearly seen in the core ring and notch beam tests, and this relaxation was most pronounced with the notch tests. Sawing a notch on both sides of a strain gage was able to relax all of the strain induced by the cantilever loading, making the residual stress calculation quite simple. A two-dimensional finite element analysis was used to parallel the testing and to learn more about the stress distributions in notched cantilevered beams.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Beams
KW  - Concrete pavements
KW  - Finite element method
KW  - National Airport Pavement Test Facility
KW  - Pavement performance
KW  - Residual stress
KW  - Strain gages
KW  - Strain measurement
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/245/Development-and-Validation-of-Core-Ring-Residual-Stress-Test-in-Concrete-Pavements
UR  - https://trid.trb.org/view/1419002
ER  - 

TY  - CONF
AN  - 01608293
AU  - Salas, Andres
AU  - Roesler, Jeffery R
AU  - Lange, David
AU  - Federal Aviation Administration
TI  - Batching Effects on Properties of Recycled Concrete Aggregates for Airfield Rigid Pavements
PY  - 2010
SP  - 13p
AB  - The use of recycled concrete aggregates (RCA) as a substitute for natural aggregates in new concrete produces both economic and environmental advantages. The majority of recycled concrete aggregate applications for pavements have been primarily applied to support layers for roads and airfields. This paper summarizes initial work completed in partnership with the O’Hare Modernization Program to examine the effect of recycled concrete aggregates (RCA) on the concrete’s fresh and strength properties for airfield rigid pavement applications. A recent method proposed for batching and mixing recycled concrete aggregate called the two-stage mixing approach (TSMA) was evaluated in order determine its effect on the concrete’s fresh and strength properties relative to virgin aggregate concrete (VAC). The principle process for the TSMA is initially coating the recycled aggregates with cementitious paste to improve the uniformity and strength of the interfacial transition zone. This paper reports the results of an experimental program in which different percentages of recycled coarse aggregates were substituted for virgin coarse aggregates. After employing the TSMA, the workability of RCA concrete was similar to the virgin aggregate concrete. Based on the compressive and the splitting tensile strength results, the RCA should meet current strength requirements for construction of airfield concrete pavements.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Cement paste
KW  - Compressive strength
KW  - Concrete aggregates
KW  - Flexural strength
KW  - Properties of materials
KW  - Rigid pavements
KW  - Tensile strength
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/263/Batching-Effects-on-Properties-of-Recycled-Concrete-Aggregates-for-Airfield-Rigid-Pavements
UR  - https://trid.trb.org/view/1419000
ER  - 

TY  - CONF
AN  - 01608292
AU  - Bonvino, Enzo
AU  - Bonvino, Umberto
AU  - Federal Aviation Administration
TI  - Tensional State Activated by Nose Gear of the Airbus 380-800
PY  - 2010
SP  - 12p
AB  - The airport pavement project requires, in general, the mass of the critical take-off aircraft; particularly it uses the load transmitted by one of the main landing rear gears; in fact the contemporary presence of two main gears on the same slab is rare. The anterior or secondary gear has essentially directional functions and it is not considered in the calculation because the load that transmits to the aircraft pavement is negligible. In this research, instead, the anterior gear of the Airbus 380 (nicknamed Super Jumbo) is examined. The Airbus A380 have all the typologies of landing gear with which the modern commercial aircrafts are equipped: directional anterior twin wheels (Nose Landing Gear - NLG), rear double tandem bearing wheels (Wing Landing Gear - WLG) and rear tridem bearing wheels (Body Landing Gear - BLG). Through a computational code FEM (Finite Element Analysis) and the predisposition of numerous models, the authors show that, for particular conditions of static load, the NLG, often neglected in the airport pavement design, determines tensile stress more elevated than those activated by the bearing rear gears WLG and BLG.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Bearing capacity
KW  - Finite element method
KW  - Landing gear
KW  - Loads
KW  - Pavement design
KW  - Takeoff
KW  - Tension
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/215/Tensional-State-Activated-by-Nose-Gear-of-the-Airbus-380-800
UR  - https://trid.trb.org/view/1420356
ER  - 

TY  - CONF
AN  - 01608287
AU  - Popescu, Lorina
AU  - Leahy, Rita B
AU  - Carl L Monismith
AU  - Monismith, Carl L
AU  - Federal Aviation Administration
TI  - Analysis and Design of Airfield Pavements Using Laboratory Tests and Mechanistic-Empirical Methodology
PY  - 2010
SP  - 17p
AB  - This paper describes the use mechanistic-empirical pavement analyses together with material properties determined from laboratory tests to design and evaluate performance of thick lift hot mix asphalt (HMA) pavements for large commercial aircraft loadings. Key material properties for the HMA are obtained from shear (AASHTO T-320, ASTM D-7312) and flexural fatigue (AASHTO T-321, ASTM D-7460) tests. Use of shear test data to establish mix performance criteria for taxiways at the San Francisco International Airport (SFO) and mix design for the HMA used as the surface course for New Doha International Airport are briefly described. Examples of full depth HMA structural section design for wide body heavy aircraft (e.g., Boeing 747-400, Boeing 777-800, Airbus 380-800, and Airbus 350-800) are included. The long life pavement designs include use of conventional and modified binders for the HMA, rich bottom layers in the pavement sections, and flexural strain criteria based on laboratory fatigue tests for the HMA mixes. Associated with the design methodology is a discussion of construction considerations. Mix quality control including compaction requirements and limits on binder content and layer thickness variability as well as the use of tack coats for HMA multiple lift construction are discussed. In addition, preparation of the upper portion of the subgrade to insure proper HMA construction is discussed.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Binder content
KW  - Civil aircraft
KW  - Compaction
KW  - Flexural strength
KW  - Hot mix asphalt
KW  - Laboratory tests
KW  - Mechanistic-empirical pavement design
KW  - Mix design
KW  - Properties of materials
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/144/Analysis-and-Design-of-Airfield-Pavements-Using-Laboratory-Performance-Tests-and-Mechanistic
UR  - https://trid.trb.org/view/1420399
ER  - 

TY  - CONF
AN  - 01608285
AU  - Watkins, Quintin
AU  - Boudreau, Richard L
AU  - Rau, Robert
AU  - Hansen, Heinz
AU  - Federal Aviation Administration
TI  - Rubber Tire Buildup Removal at Hartsfield-Jackson Atlanta International Airport
PY  - 2010
SP  - 17p
AB  - Landing areas on each of the five parallel runways at Hartsfield-Jackson Atlanta International Airport experience heavy rubber tire buildup. Ranked as one of the world’s busiest airports for more than a decade, the runways experience numerous aircraft landings each day (1,400 operations represent the peak daily arrivals in 2009). The rubber tire buildup caused by these frequent landings causes the surface frictional characteristics to creep towards unsafe conditions, requiring an aggressive maintenance plan. To combat this, the airfield operations unit conducts skid tests every two weeks, and removal of the rubber tire buildup occurs when minimum threshold values are measured. Currently the two primary arrival runways are being cleaned every four months. Throughout the years, the airfield maintenance unit has removed rubber tire buildup in different ways. From the late 1960’s to the mid 1990’s, waterblasting was the most utilized method. In the mid 1990’s, the use of steel shot blasting became more common. While readily removing rubber tire buildup and restoring safe friction values to the runway surface, both waterblasting and steel shot abrasion have had detrimental affects on the micro-texture, macro-texture and grooves of the concrete pavement. The runway pavements range from 3 years old to nearly 40 years old. Each runway is concrete-surfaced, and each has subtle differences in the concrete mix constituents comprising the concrete. These differences consist of cementitious materials and proportioning (Portland cement, fly ash, slag cements), mineral aggregates (manufactured sand and natural sands) as well as admixtures. Two of the runways have been regrooved within the last five years due to damage from the rubber removal process. Each concrete surface might perform differently under the different maintenance treatments utilized to remove the rubber buildup from the surface. Presently, the use of chemicals is used as the primary means of removal. A discussion of advantages and disadvantages of each method is summarized based on cost and schedule impacts as well as the historical friction values and pavement surface loss.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Admixtures
KW  - Airport runways
KW  - Hartsfield-Jackson Atlanta International Airport
KW  - Landing
KW  - Macrotexture
KW  - Maintenance
KW  - Microtexture
KW  - Rubber
KW  - Skids
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/222/Rubber-Tire-Buildup-Removal-at-Hartsfield-Jackson-Atlanta-International-Airport
UR  - https://trid.trb.org/view/1419976
ER  - 

TY  - CONF
AN  - 01608283
AU  - Christensen, Don
AU  - Bennert, Tom
AU  - McQueen, Roy D
AU  - Brar, Harkanwal
AU  - Federal Aviation Administration
TI  - Superpave Gyratory Compaction Requirements for FAA’s Hot Mix Asphalt Specification
PY  - 2010
SP  - 11p
AB  - Superpave mix design technology for hot mix asphalt (HMA) is commonly used by the highway industry; however, HMA mix design methods for civil airport pavements are still based on the Marshall method, as included in Federal Aviation Administration's (FAA’s) P-401 specification. With the shift in the industry away from the Marshall methods, the equipment and expertise required for the Marshall designs are becoming less common. As a result, it has become necessary for the FAA to establish their specifications and mix design methods on Superpave methods using the Superpave Gyratory Compactor (SGC). For the Superpave methods to produce results and performance equivalent to the Marshall method, the volumetric mix properties must be established at a requisite number of gyrations. The primary focus of the first phase of this research, which is the subject of this paper, is to establish the number of gyrations needed to produce mixes with volumetric properties (e.g., air voids, VMA and VFA) equivalent to well performing Marshall mixes. An equivalent compaction level of 70 gyrations is proposed to replace the 75 blow Marshall compaction method in the FAA’s P401 specification. Phase II of this research, currently underway, will compare the performance of mixes designed using these two compaction methods.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air voids
KW  - Gyratory testing machines
KW  - Hot mix asphalt
KW  - Marshall test
KW  - Mix design
KW  - Pavement performance
KW  - Superpave
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/273/Superpave-Gyratory-Compaction-Requirements-for-FAA%E2%80%99s-Hot-Mix-Asphalt-Specification
UR  - https://trid.trb.org/view/1418996
ER  - 

TY  - CONF
AN  - 01608256
AU  - Peshkin, David
AU  - Van Dam, Tom
AU  - Bruinsma, James
AU  - Federal Aviation Administration
TI  - Application of a Materials-Related Distress Rating System for Portland Cement Concrete Airfield Pavements
PY  - 2010
SP  - 19p
AB  - The Pavement Condition Index (PCI) procedure is a well-documented standard used by the aviation industry to visually assess pavement condition. During a PCI survey, visible signs of deterioration are observed and recorded by distress type, severity, and quantity. The results, aggregated into a score from 0 to 100, are widely acknowledged to be a consistent, objective, and repeatable tool that can be used to represent and communicate the overall condition of a pavement. When regularly applied to all of the pavements in a defined network, the PCI becomes an important tool in the management of that network. However, a significant shortcoming of the PCI procedure is that it does not adequately address materials-related distress (MRD). Without going into great detail on the development and progression of different types of MRD, there are several aspects of MRDs that affect the evaluation and management of affected pavements.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Deterioration
KW  - Pavement distress
KW  - Pavement performance
KW  - Pavements
KW  - Portland cement concrete
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/147/Application-of-a-new-materials-related-distress-rating-procedure-to-the-evaluation-of-Portland-cemen
UR  - https://trid.trb.org/view/1420394
ER  - 

TY  - CONF
AN  - 01608254
AU  - Edwards, Lulu
AU  - Barker, Walter A
AU  - Alexander, Don R
AU  - Federal Aviation Administration
TI  - Laboratory Tests for Granular Materials for Flexible Airfield Pavements
PY  - 2010
SP  - 11p
AB  - The U.S. Army Engineer Research and Development Center (ERDC) conducted a series of full-scale traffic experiments on flexible pavement test sections to evaluate design criteria for military pavements. The experimental research objectives were to evaluate the minimum thickness of asphalt surfacing for the F-15 and C-17 aircrafts, evaluate the performance of marginal base materials in flexible pavements, and evaluate the newly developed thickness criteria for flexible pavements. Standard triaxial and repeated-load triaxial tests were conducted on the 5 granular materials used in the test sections. These tests were also conducted on CH subgrade clay having California Bearing Ratio (CBR) values of 4, 10, and 15. By closely following the protocol described in the National Cooperative Highway Research Program Report 453 for the development of laboratory test procedures for evaluating the quality of granular materials, ERDC developed test protocols to evaluate the resilient modulus and shear strength of the materials being tested. This paper presents the test protocols, example material test results, and a proposed procedure for analysis of the material test data.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - California bearing ratio
KW  - Flexible pavements
KW  - Granular materials
KW  - Laboratory tests
KW  - Modulus of resilience
KW  - Repeated loads
KW  - Shear strength
KW  - Structural number (Pavements)
KW  - Thickness
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/249/Laboratory-Tests-for-Granular-Materials-for-Flexible-Airfield-Pavements
UR  - https://trid.trb.org/view/1419007
ER  - 

TY  - CONF
AN  - 01608238
AU  - Frederick, Louis
AU  - McQueen, Roy D
AU  - Decker, Christopher S
AU  - Berntson, A Kay
AU  - Federal Aviation Administration
TI  - Night Paving in Trinidad--Achieving Quality
PY  - 2010
SP  - 16p
AB  - In 2003, the Airports Authority of Trinidad and Tobago (AATT) began construction of hot mix asphalt (HMA) overlay for Runway 10-28 at Piarco International Airport, Port of Spain, Trinidad. Due to problems with aggregate quality, overlay placement and pilot complaints on runway roughness, the paving works were suspended and the Trinidad and Tobago Civil Aviation Authority (CAA) requested that the U.S. Federal Aviation Administration (FAA) conduct a roughness survey using their airport pavement inertial profiler with their PROFAA analytical software to quantify the extent of the roughness. That survey confirmed that the pavement was rough as characterized by several commonly used roughness indexes, including simulated straight-edge, Boeing Bump Index (BBI), aircraft response, International Roughness Index (IRI), and simulated California Profilograph Index (PI). The FAA also identified several other issues associated with HMA production and placement and recommended that remedial actions be initiated to correct the problems.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Hot mix asphalt
KW  - International Roughness Index
KW  - Overlays (Pavements)
KW  - Paving
KW  - ProFAA (Computer program)
KW  - Roughness
KW  - Simulation
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/225/Night-Paving-in-Trinidad-%E2%80%93-Achieving-Quality
UR  - https://trid.trb.org/view/1419980
ER  - 

TY  - CONF
AN  - 01608209
AU  - Zou, Hong
AU  - Valentini, Silvia
AU  - Federal Aviation Administration
TI  - Extreme Cold Weather and Field Strength Testing of Engineered Material Arresting Systems (EMAS)
PY  - 2010
SP  - 16p
AB  - The Engineered Material Arresting System (EMAS) was jointly developed by the Federal Aviation Administration (FAA), The Port Authority of New York and New Jersey (PANYNJ), and Engineered Arresting Systems Corporation (ESCO-ZA) in the 1990’s as an alternate means of providing overrun safety when the mandated 1,000-foot-long Runway Safety Area (RSA) could not be economically achieved. The current EMAS system, EMASMAX®, manufactured (ESCO-ZA), is currently the only system that meets the requirements of FAA Advisory Circular AC150/5220-22A and is installed at 30 airports in the U.S. To date, the system has successfully arrested six overrunning aircraft, and has proven to be a reliable, efficient remedy for length-deficient runway end safety areas. Due to a lack of historical data, there have been some questions regarding EMAS’ long-term durability. In particular, there was of a lack of data regarding the ability of the system to maintain performance and survive for up to 20 years in extreme cold environments, or any quantitative method to evaluate the condition of the installed systems. This paper discusses two studies conducted by the FAA and ESCO-ZA to answer these questions: Extreme Cold Weather Testing and Development of a Field Strength Test Method. The results of the cold weather study have shown that EMAS is unaffected by extreme cold and temperature cycling, and can be expected to be durable for up to 20 years or more in extreme cold climates, while the development and certification of a field test method now provides a way to test the viability of installed beds. Combined, these studies result in a higher confidence that properly-maintained EMAS systems can survive harsh runway environments for up 20 years.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air transportation crashes
KW  - Airport runways
KW  - Cold weather
KW  - Durability
KW  - Environmental impacts
KW  - Port Authority of New York and New Jersey
KW  - Runway overruns
KW  - Survival
KW  - Testing
KW  - U.S. Federal Aviation Administration
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/219/Recent-Advances-in-EMAS-Technology
UR  - https://trid.trb.org/view/1420361
ER  - 

TY  - CONF
AN  - 01608198
AU  - Vélez-Vega, Eileen M
AU  - Bardt, David R
AU  - Federal Aviation Administration
TI  - Sustainable Construction Practices in Airport Pavement Rehabilitation Projects
PY  - 2010
SP  - 13p
AB  - Project sustainability is many times, if not always, linked to the U.S. Green Building Council (USGBC) Leadership in Energy and Environmental Design (LEED) certified criteria, better known as green building. But for airport pavement rehabilitation projects, the LEED certification is not available. However, sustainable construction practices have been and are currently implemented in airports around the U.S. Commercial airports such as Boston Logan and Chicago O’Hare have developed successful sustainable construction practices in their rehabilitation projects. Many engineers and contractors are already using sustainable design and construction practices in airport pavement rehabilitation projects, but may not be aware of the benefits and positive environmental impacts of their practices. This paper will highlight sustainable construction practices used at airport pavement rehabilitation projects including asphalt reclamation, concrete pavement recycling, and the traditional LEED registered process for airport buildings. The practices applied by Kimley-Horn and other aviation design professionals have been implemented in general and commercial aviation projects not only for the goal of being sustainable, but as a cost savings technique. For example, the reduction of project truck hauling has resulted in less pollutant emissions and material waste. This paper will also outline the findings of Kimley-Horn’s internal research on airport sustainable projects and the available resources for the aviation engineer.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Chicago O'Hare International Airport
KW  - Costs
KW  - Environmental impacts
KW  - Full-depth reclamation
KW  - Logan International Airport
KW  - Rehabilitation (Maintenance)
KW  - Sustainable development
KW  - Wastes
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/264/Sustainable-Construction-Practices-in-Airport-Pavement-Rehabilitation-Projects
UR  - https://trid.trb.org/view/1419001
ER  - 

TY  - CONF
AN  - 01608197
AU  - Von Quintus, Harold L
AU  - Mallela, Jagannath
AU  - Lytton, Robert L
AU  - Federal Aviation Administration
TI  - Techniques for Mitigation of Reflective Cracks
PY  - 2010
SP  - 16p
AB  - Reflective cracks are a major concern to airport management personnel, because they can significantly reduce the service life of hot mix asphalt (HMA) overlays of airside airport pavements. Reflective cracks also pose safety problems for airfield pavements because of their potential to cause Foreign Object Debris (FOD), and loss of ride quality or smoothness. These reflective cracks have to be maintained to prevent the generation of loose aggregate and increased roughness that can be detrimental to aircraft operations. The purpose of Airport Asphalt Pavement Technology Program (AAPTP) Project 05-04 was to provide guidance for designing rehabilitation strategies of airside pavements to mitigate the occurrence of reflective cracks in HMA overlays of rigid and flexible pavements. The technical approach and data sources used to determine the effectiveness of different treatment methods was extracted from three areas: information and data included in the literature (including the comparative field studies), data and information obtained from airfields and roadway projects that have placed one to multiple treatment methods, and information from detailed site visits. The probability of success and risk factors were used to rate the reflective cracking mitigation methods. The overall rating of a mitigation method was simply determined by multiplying its probability of success and risk values. Decision trees were prepared for selecting appropriate reflective cracking mitigation techniques and methods that depend on the type and condition of the existing pavement. The decision trees were prepared based on the results from previous research studies, forensic investigation of rehabilitation strategies for the methods identified, a detailed survey of various projects, and experience documented in the literature. This paper overviews the decision tress and recommendations from AAPTP Project 05-04 for mitigation of reflective cracks in HMA overlays.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Pavement management systems
KW  - Reflection cracking
KW  - Rehabilitation (Maintenance)
KW  - Ride quality
KW  - Rigid pavements
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/237/Techniques-for-Mitigation-of-Reflective-Cracks-in-HMA-Overlays
UR  - https://trid.trb.org/view/1419052
ER  - 

TY  - CONF
AN  - 01608192
AU  - Yu, Xinhua
AU  - Zhou, Yumin
AU  - Peng, Jiudong
AU  - Tan, Zhiming
AU  - Guo, Edward
AU  - Federal Aviation Administration
TI  - Joint Load Transfer Efficiency of Rigid Pavement Considering Dynamic Effects under a Single Moving Load
PY  - 2010
SP  - 12p
AB  - The mechanistic analysis presented in this paper is only a beginning of new approach for understanding the real joint load transfer capability on airport and highway concrete pavements. It gives up the two major assumptions those have been popularly adopted by hundreds of published papers: the load is transferred under a wheel with zero speed and with fixed position. The real load transfer in field is always under wheels with non-zero speed and with varied position at any moment. The objective of this study focuses on quantifying the dynamic effects of a moving wheel while it is crossing a joint on a pavement. The analysis is conducted using a model of two-slab system on Kelvin foundation under a moving wheel with variable speed v, different pavement damping Cs, foundation reaction modulus k and foundation damping Ck. The dynamic joint load transfer efficiency is temporarily and empirically defined by the peak strain ratio LTE(S) on the two sides of a joint. The primary findings include: (1) The higher speed of a moving wheel leads to the higher LTE(S); (2) The larger the pavement damping Cs leads to the higher LTE(S); (3) The numerical ratio c(=LTE(S)dynamic/ LTE(S)static) varies in the range 1 to 2 mainly depending on speed v and damping Cs; (4) The LTE(S )dynamic is not sensitive to foundation reaction modulus k and foundation damping Ck. Further researches are needed for appropriate applications of the new model in practice.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Concrete pavements
KW  - Damping (Physics)
KW  - Foundations
KW  - Joints (Engineering)
KW  - Load transfer
KW  - Rigid pavements
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/216/Joint-Load-Transfer-Efficiency-of-Rigid-Pavement-Considering-Dynamic-Effects-Under-a-Single-Moving-L
UR  - https://trid.trb.org/view/1420358
ER  - 

TY  - CONF
AN  - 01608190
AU  - Lazar, Peter
AU  - Herricks, Edwin E
AU  - Federal Aviation Administration
TI  - Procedures for FOD Detection System Performance Assessments: Electro-Optical FOD Detection System
PY  - 2010
SP  - 14p
AB  - As part of a comprehensive performance assessment of Foreign Object Debris (FOD) detection systems at civil airports, assessments of an electro-optical, intelligent vision system was conducted by the Center of Excellence for Airport Technology (CEAT). The performance assessments of FOD detection technologies were designed to provide a rich data resource that could assess the performance of both individual sensors and combined sensor systems. Targets included a variety of items, some with known detection characteristics, such as radar cross sectional area (RCS) for radar-based sensors and color and surface condition for electro-optical systems. Targets also had different shapes and sizes and were made of different materials to provide target characteristics that would challenge detection systems. Assessment campaigns were scheduled over a 12-month period with the intent of testing under varied weather conditions. The electro-optical FOD detection system that was the subject of this assessment was the iFerret™ FOD detection system developed by Stratech Systems, Ltd.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Detection and identification
KW  - Evaluation and assessment
KW  - Foreign object damage (Aviation)
KW  - Intelligent transportation systems
KW  - Performance measurement
KW  - Radar
KW  - Sensors
KW  - Weather conditions
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/243/Procedures-for-the-Performance-Assessment-of-an-Electro-Optical-FOD-Detection-System
UR  - https://trid.trb.org/view/1419972
ER  - 

TY  - CONF
AN  - 01608175
AU  - Larkin, Albert
AU  - Jia, Qingge
AU  - Guo, Edward
AU  - Federal Aviation Administration
TI  - FAA PAVEAIR, a New Web-Based Pavement Management Software and a Discussion of Anomalies in Calculating Pavement Condition Index Using the ASTM Standard
PY  - 2010
SP  - 11p
AB  - The Federal Aviation Administration (FAA) has developed and continues to develop and refine NonDestructive Testing (NDT) technologies to assess airport pavement condition. Recent advances in computer hardware and software and data acquisition systems have significantly improved NDT effectiveness and value. The FAA has developed back calculation software to collect and interpret data from Falling/Heavy Weight Deflectometer equipment. This software, titled BAKFAA, was developed by the FAA and has been available for several years. Results obtained from BAKFAA can provide information on the structural capacity of the pavement layers from measured deflection basins and assuming uniform layer thickness. In addition, the FAA has developed ProFAA, an airport pavement profile evaluation program. ProFAA and BAKFAA are both available to the public at no charge with access to the source code for local modification. The most recent FAA software program currently under development is an internet based computer program for use as an Airport Pavement Management System (APMS). This software is called FAA PAVEAIR and its development is discussed below.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Backcalculation
KW  - Falling weight deflectometers
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Pavement management systems
KW  - Software
KW  - Structural analysis
KW  - U.S. Federal Aviation Administration
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/206/Technical-Notes-on-ASTM-D-5340-for-Pavement-Condition-Survey
UR  - https://trid.trb.org/view/1420363
ER  - 

TY  - CONF
AN  - 01608140
AU  - Prowell, Brian D
AU  - Watson, Donald E
AU  - Hurley, Graham C
AU  - Brown, E Ray
AU  - Federal Aviation Administration
TI  - Evaluation of Stone Matrix Asphalt (SMA) For Airfield Pavements
PY  - 2010
SP  - 16p
AB  - Stone Matrix Asphalt (SMA) was developed in Germany over 30 years ago. Its success has led to its usage throughout Europe on both highway and airfield pavements. In 1990, an American Association of State Highway and Transportation Officials (AASHTO) led European Asphalt Study Tour introduced SMA to the United States (U.S.) SMA has demonstrated good performance on highway pavements in the U.S., but has seen little use on airfields. Recently, there has been resurgence in interest in SMA in the U.S. as a more durable paving option than Superpave or other dense-graded mixes. SMA is a gap-graded asphalt mixture with a high percentage (> 70 percent) of coarse aggregate. Gap-graded refers to the fact that SMA mixtures typically have very little material retained on the sand size sieves (e.g. between 2.36 mm and 0.075 mm). SMA is differentiated from dense-graded mixes by its coarse aggregate skeleton, consisting of a limited number of particle sizes, which carries the load. Mastic, consisting of mineral filler, fibers, and asphalt binder, fills the voids between the coarse aggregate skeleton. The percentage by weight passing the 0.075 mm sieve is typically greater than 8 percent. Asphalt contents range from 6 to 7.5 percent by weight of total mix. Fiber, either cellulose or mineral, is generally added to prevent draindown of the binder during construction. SMA has been used extensively on airfields in both China and Norway. Additionally, airfields have been constructed using SMA in Australia, Belgium, Germany, Italy, Mexico, and the United States (U.S.). Additional details on specifications and individual projects are provided in reference. The U.S. Air Force constructed SMA runways in Germany and Italy.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Air voids
KW  - Airport runways
KW  - Australia
KW  - Belgium
KW  - Binders
KW  - China
KW  - Coarse aggregates
KW  - Germany
KW  - Italy
KW  - Mexico
KW  - Norway
KW  - Pavement performance
KW  - Stone matrix asphalt
KW  - Superpave
KW  - United States
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/236/Evaluation-of-Stone-Matrix-Asphalt-(SMA)-for-Airfield-Pavements
UR  - https://trid.trb.org/view/1419047
ER  - 

TY  - CONF
AN  - 01608126
AU  - Depaux, Bernard
AU  - Lerat, Patrick
AU  - Michaut, Jean-Paul
AU  - Federal Aviation Administration
TI  - Presentation of the French Guide to the Application of European Standards for Bituminous Mixtures and Surface Dressings for Airport Pavements
PY  - 2010
SP  - 13p
AB  - Given the specific nature of airport pavements, and the appearance of new product standards derived from European standards, this study helps project managers to make the right product choices for their airport pavement construction and rehabilitation projects. The first part of this communication provides a reminder of airport terminology and definitions. The second part indicates the procedure to be followed when choosing products and defining the performance requirements of mixtures (formulation) and the characteristics of their components, in order to provide the best possible response to the project requirements. The third part provides recommendations for characteristics to be achieved, both in laboratory testing (mix design sample for type testing, and formulation levels) and on site, from production of the mixture to its application. The annexes consist of various summary tables intended to facilitate the designer’s task.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Bituminous mixtures
KW  - Construction management
KW  - European Standards
KW  - France
KW  - Mix design
KW  - Rehabilitation (Maintenance)
KW  - Surface treating
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/270/Presentation-of-the-Guide-to-the-Application-of-European-Standards-for-Bituminous-Mixtures-and-Surfa
UR  - https://trid.trb.org/view/1418994
ER  - 

TY  - CONF
AN  - 01608125
AU  - Balay, Jean-Maurice
AU  - Caron, Cécile
AU  - Lerat, Patrick
AU  - Federal Aviation Administration
TI  - Adaptation of the French Rational Road Design Procedure to Airfield Pavement: the Alize-Airfield Software
PY  - 2010
SP  - 12p
AB  - Alize-Lcpc is the reference software for roads and motorways pavement design in France since more than thirty years. It is a rational method, based on the computation of the resilient stresses and strains in roadways by the classical multi-layer elastic linear model. The design is carried out by comparing these calculated values in all the layers, to the admissible stresses and/or strains values which are evaluated according to the fatigue characteristics of the materials (bounded materials) or their rutting behavior due to plasticization (untreated materials and soils), taking into account the cumulative traffic specified for the pavement. In France, the adaptation of the road design approach to airport pavement is now in progress, leading to the development of a specific version of Alize-Lcpc software dedicated to the design of both flexible and rigid airport pavements. This paper firstly sums up the basis of the French rational pavement approach. It describes the possibilities of the new software, which are illustrated by an example of thickness design for a flexible pavement.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Fatigue (Mechanics)
KW  - Flexible pavements
KW  - France
KW  - Pavement layers
KW  - Rigid pavements
KW  - Rutting
KW  - Software
KW  - Thickness
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/141/Adaptation-of-the-French-rational-design-procedure-to-airfield-pavement,-the-Alize-Airfield-software
UR  - https://trid.trb.org/view/1420401
ER  - 

TY  - CONF
AN  - 01608121
AU  - McGarvey, Kevin
AU  - Panko, Michael
AU  - Hurt, Casey
AU  - Mehta, Yusuf
AU  - Sukumaran, Beena
AU  - Federal Aviation Administration
TI  - Use of the Superpave Gyratory Compactor as a Predictor of Field Performance of Unbound
Material
PY  - 2010
SP  - 10p
AB  - With continuous and repeated loading of runways and the introduction of larger planes, such as the Boeing-747 and Airbus A380, which weighs approximately 1.3 million pounds, a runway’s ability to resist rutting becomes even more critical. The Federal Aviation Administration (FAA) has been testing airport pavements under heavy aircraft loading with a wander pattern at the National Airport Pavement Test Facility (NAPTF) in order to improve airport pavement design for these heavy planes. The loads and the load wander of these large aircrafts have a dramatic effect on the stability and strength of the unbound aggregate layers because it causes constant particle rearrangement and compaction. In earlier testing cycles of the pavement systems, the subbase layer compacted excessively past the maximum Modified Proctor Density (ASTM D1557) during the simulated trafficking. The densification of this material caused the pavement system to rut. In order to monitor the performance of the runway, stress, strain, deflection, temperature, and other environmental gauges have been placed in the various layers of the pavement. Another problem that has been encountered during the previous construction cycles is moisture migration to the subgrade layer. Moisture migration causes a shear slip plane between the subbase and subgrade layer. The shear failure can increase the rate of deformation in the runway pavement. This study is focused on studying the compaction characteristics of the subbase material during aircraft trafficking using a combination of laboratory tests and field data.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Deformation
KW  - Environmental impacts
KW  - Field tests
KW  - Mechanical loads
KW  - Pavement management systems
KW  - Ruts (Pavements)
KW  - Simulation
KW  - Strain measurement
KW  - Temperature
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/248/Use-of-the-Superpave-Gyratory-Compactor-as-a-Predictor-of-Field-Performance-of-Unbound-Material
UR  - https://trid.trb.org/view/1419004
ER  - 

TY  - CONF
AN  - 01608112
AU  - Matsui, Kunihito
AU  - Ozawa, Yoshiaki
AU  - Takehara, Kazuya
AU  - Federal Aviation Administration
TI  - Backcalculation of Airfield Pavement Structures Based on Wave Propagation Theory
PY  - 2010
SP  - 17p
AB  - Nondestructive testing equipment called FWD (Falling Weight Deflectometer) has been widely utilized for structural evaluation of pavement. This paper presents backcalculation of multilayered pavement layer parameters from FWD tests by using dynamic backcalculation software which authors have recently developed. The theoretical solution for a system of axisymmetric wave propagation equations was developed using Hankel transform in radial direction and Fast Fourier Transform in time domain and was implemented into this backcalculation software. This software is called Wave_BALM (Wave propagation based Back Analysis for Layer Moduli). The viscoelastic model used herein is called the Voigt solid (or Kelvin solid). The validity of this software was examined by using FWD time history data of airfield pavement provided by Federal Aviation Administration (FAA). Reliability of the results was confirmed by the following observations, 1) Backcalculation was conducted by using fifty sets of randomly generated seed values and the variation of the results was found small. 2) Excellent agreement between computed and measured deflections is confirmed.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Fast Fourier transforms
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Software
KW  - Structural design
KW  - Wave motion
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/250/Back-Calculation-of-Airfield-Pavement-Structures-Based-on-Wave-Propagation-Theory
UR  - https://trid.trb.org/view/1419016
ER  - 

TY  - CONF
AN  - 01608087
AU  - Caron, Cécile
AU  - Theillout, Jean-Noël
AU  - Brill, David R
AU  - Federal Aviation Administration
TI  - Comparison of US and French Rational Procedures for the Design of Flexible Airfield Pavements
PY  - 2010
SP  - 23p
AB  - In the United States (US), FAARFIELD is now the new standard Federal Aviation Administration (FAA) design software for airfield pavements. In France, the Alizé-Airfield pavement program, developed by the Laboratoire Central des Ponts et Chaussées (LCPC) under a cooperative agreement with the Service Technique de l’Aviation Civile (STAC), is intended to become the reference design software. A similar rational approach to design is used in these two programs. It consists in comparing computed strains induced by traffic loads at critical levels of the designed structure to allowable strains. This paper deals with the comparison of US and French procedures for the design of flexible airfield pavements. It is aimed at describing the specifics of each of the two computer programs (e.g., model hypotheses, probability considerations, use of conservative parameters). A sensitivity study is conducted so as to quantify the change in output data with respect to the change in input parameters in both software programs. The versions used for comparison are FAARFIELD version 1.302 and Alizé-Airfield pavement 4.1.0. This parametric study concerns the influence of various input parameters (subgrade and asphalt moduli, gross weight, number of passes, layer thicknesses) on flexible thickness design for both isolated aircraft and traffic mixes, and considering both asphalt and subgrade failure criteria. A comparison of computed mechanical values obtained from FAARFIELD output files and Alizé-Airfield pavement charts is also presented.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Alternatives analysis
KW  - Flexible pavements
KW  - France
KW  - Pavement design
KW  - Software
KW  - Subgrade (Pavements)
KW  - Thickness
KW  - Traffic loads
KW  - United States
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/142/Comparison-of-US-and-French-rational-procedures-for-the-design-of-airfield-pavements
UR  - https://trid.trb.org/view/1420404
ER  - 

TY  - CONF
AN  - 01608081
AU  - Hayhoe, Gordon F
AU  - Federal Aviation Administration
TI  - Correspondence between ICAO ACN Overload Criteria and Cumulative Damage Factor Calculations
PY  - 2010
SP  - 13p
AB  - Criteria for overload evaluation of airport pavements are contained in International Civil Aviation Organization (ICAO) documents Annex 14, Attachment A and the Aerodrome Design Manual Part 3, and are stated in terms of the amount the ACN of an overload airplane can exceed the listed PCN of the pavement. But most modern airport pavement design procedures define the level of pavement deterioration in terms of cumulative damage factor (CDF). A mathematical relationship between an increment of ACN and an increment of CDF is derived so that overload operations evaluated by a CDF-based design procedure can be compared directly with the ICAO criteria. The relationship states that, if the allowable value of the ACN of an overload aircraft relative to the PCN of the pavement is taken to be given by, for example, a ratio of 1.1, then this represents an allowable change in CDF of approximately 0.5 due to the addition of an overload aircraft relative to the design condition of CDF = 1. The numerical value of the ratio of change of CDF to change of ACN varies with the sensitivity of the CDF-based design procedure to changes in airplane loading. The relationship can be calibrated for the CDF-based design procedure if desired.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Cumulative damage factor
KW  - Design standards
KW  - Deterioration
KW  - Pavements
KW  - Wing loading
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/232/Correspondence-Between-ICAO-ACN-Overload-Criteria-and-Cumulative-Damage-Factor-Calculations
UR  - https://trid.trb.org/view/1419974
ER  - 

TY  - CONF
AN  - 01608078
AU  - Zollinger, Dan G
AU  - Little, Dallas N
AU  - Godiwalla, Adil
AU  - Jones, Justin
AU  - Hall, Jim W
AU  - Federal Aviation Administration
TI  - Design Considerations Associated with the Rehabilitation of R/W 9‐27 at IAH
PY  - 2010
SP  - 10p
AB  - Runway 9‐27 was originally constructed in 1987, by AEO (PDC) Contract 265, as a 10,000 ft x 150 ft pavement on the south side of the Houston International Airport (IAH) airport.  The center 9,400 ft portion of the runway consisted of a 3 inch asphalt surface course on a 28” Lime/Cement/Fly‐ash (LCF) base course and a 28 inch stabilized subbase course.  The first 300 ft on each end of the runway consisted of 14 inch Portland Cement Concrete (PCC) over a 3 inch asphalt concrete (AC) bond breaker on a 14 inch LCF base course and a 28 inch stabilized subbase course.  
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Asphalt concrete
KW  - Asphalt concrete pavements
KW  - Base course (Pavements)
KW  - George Bush Intercontinental Airport
KW  - Pavement design
KW  - Portland cement concrete
KW  - Rehabilitation (Maintenance)
KW  - Subbase (Pavements)
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/224/Rehabilitation-of-Runway-9-27-at-IAH
UR  - https://trid.trb.org/view/1419978
ER  - 

TY  - CONF
AN  - 01608077
AU  - Broutin, Michaël
AU  - Theillout, Jean-Noël
AU  - Federal Aviation Administration
TI  - Towards a Dynamical Back-Calculation Procedure for HWD; A Full-Scale Validation Experiment
PY  - 2010
SP  - 16p
AB  - Heavy Weight Deflectometer (HWD) is the international reference device to assess the bearing capacity of airport pavements. Usual processing methods are based on static elastic models and backcalculations from the pseudo-static deflection bowls. These bowls are reconstituted from the deflection peak values measured on each geophone. These methods have shown their limits. This is the reason why interest for dynamic methods has been growing for a few years. The French civil Aviation technical Centre (STAC) is developing a finite element dynamical model taking into account the whole force signal applied on the load plate. That makes it possible to model the impact of the falling weight on the structure and the resulting deformations. Dynamic backcalculations allow determining the elastic modulus and damping in the pavement materials. The fitting includes the entire temporal signal of each geophone. This paper describes the developed theoretical model and presents a full-scale experiment performed on the STAC’s flexible testing facility in order to assess its appropriateness. Results of dynamical backcalculation are compared to pseudo-static backcalculation results (modulus of each material) and to experimental data obtained from laboratory tests performed on materials (modulus and damping factor). This paper includes three parts: (1) First, description of the experiment. (2) Second, presentation of the theoretical model and backcalculation procedure. (3) Third, comparison with pseudo-static results and in-situ validation.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Airport runways
KW  - Backcalculation
KW  - Bearing capacity
KW  - Deflectometers
KW  - Deformation
KW  - Finite element method
KW  - Heavy weight deflectometers
KW  - Modulus of elasticity
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/251/Towards-a-Dynamical-Back-Calculation-Procedure-for-HWD-A-Full-Scale-Validation-Experiment
UR  - https://trid.trb.org/view/1419043
ER  - 

TY  - CONF
AN  - 01608071
AU  - Rushing, John F
AU  - Mejías, Mariely
AU  - Brown, E Ray
AU  - Federal Aviation Administration
TI  - Development of Criteria for Using the Superpave Gyratory Compactor to Design Airport Pavement Mixtures
PY  - 2010
SP  - 16p
AB  - It is important that the Superpave asphalt mix design method be adopted as an option for airfield pavements. The design of asphalt mixtures for airfields has been accomplished using the Marshall method since the 1940’s. The Superpave design method was developed and adopted by state department of Transportation's (DOTs) beginning in the mid 1990’s and, currently, most transportation departments have adopted this concept. Since most of the paving work by the asphalt industry is funded by state DOTs and private work (which typically use DOT criteria), it is becoming more difficult to find laboratories and contractors that continue to use the Marshall method. This study evaluated the number of gyrations for a number of mixtures required to provide a density equal to 75 blows with the Marshall hammer. Since the 75 blow Marshall mixture had performed well in the past it was believed that providing a density with the gyratory compactor equal to that obtained with Marshall compaction would be a good way to adopt Superpave and still have confidence of good performance. This paper describes the details of the study and provides a recommended number of gyrations with the Superpave gyratory compactor to provide a mixture that will perform similar to 75 blow Marshall mixture.
U1  - 2010 FAA Worldwide Airport Technology Transfer ConferenceFederal Aviation AdministrationAmerican Association of Airport ExecutivesAtlantic City,New Jersey,United States StartDate:20100420 EndDate:20100422 Sponsors:Federal Aviation Administration, American Association of Airport Executives
KW  - Design methods
KW  - Gyratory testing machines
KW  - Marshall test
KW  - Mix design
KW  - Pavement performance
KW  - Paving
KW  - Superpave
UR  - http://www.airporttech.tc.faa.gov/Airport-R-D/Conference-and-Workshop/Airport-RD-Conference-Detail/dt/Detail/ItemID/272/Development-of-Criteria-for-using-the-Superpave-Gyratory-Compactor-to-Design-Airport-Pavement-Mixtur
UR  - https://trid.trb.org/view/1418995
ER  - 

TY  - RPRT
AN  - 01596818
AU  - Research and Innovative Technology Administration
TI  - National Transportation Atlas Databases 2010
PY  - 2010
AB  - The National Transportation Atlas Databases 2010 (NTAD2010) is a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the International Organization of Standards, is also provided for each database. The data support research, analysis, and decision-making across all modes of transportation. They are most useful at the national level, but have major applications at regional, state, and local scales throughout the transportation community. This product is distributed in shapefile format.
KW  - Databases
KW  - Geographic information systems
KW  - Infrastructure
KW  - Intermodal facilities
KW  - Metadata
KW  - Spatial analysis
KW  - Transportation modes
KW  - Transportation, hydraulic and utility facilities
KW  - United States
UR  - http://ntl.bts.gov/lib/56000/56600/56696/NTAD_2010.zip
UR  - https://trid.trb.org/view/1400861
ER  - 

TY  - RPRT
AN  - 01543899
AU  - Goetz, Andrew R
AU  - Vowles, Timothy M
AU  - National Center for Intermodal Transportation
AU  - Research and Innovative Technology Administration
TI  - A Hierarchical Typology of Intermodal Air-Rail Connections at Large Airports in the United States
PY  - 2010
SP  - 43p
AB  - In July 2005, the United States Government Accountability Office (GAO) issued a report discussing intermodal transportation strategies in developing airport intermodal capabilities (USGAO 2005). In this report, the GAO identified those airports that had a direct rail or bus connection, to either nationwide or local systems, among the largest 72 US airports. GAO found 13 airports directly connected to nationwide rail (the Amtrak system), and 27 airports directly connected to local or regional rail systems. The GAO “considered a direct connection to consist of a transfer point (such as a bus stop or rail station) that is accessible from airport terminals either by walking, an automated people mover, or direct shuttle” (USGAO 2005, p. 7). Unfortunately, the GAO definition of a “direct” intermodal connection did not distinguish among numerous important characteristics that define the quality of an intermodal air-rail linkage. For example, there is a huge difference between service provided at an on-airport rail station that is accessible by walking as opposed to having to take a shuttle to an off-airport rail station. There are differences in the type and length of shuttle services between airports and rail stations. Likewise, rail service at an airport that connects to a national rail system is different from service that is only local or regional. Also, airport rail service that is more frequent and connected to a large rail system is much different from rail service that is infrequent and may only feature one line of service with limited connectivity. All of these factors must be considered when assessing the quality of air-rail connections. This leads to consideration of a typology approach. Instead of lumping all air-rail service in one undifferentiated basket, important distinctions must be made. This paper presents and utilizes a hierarchical typology of air-rail connections to differentiate the quality of air-rail service currently operating at US airports. Following a brief conceptual overview of passenger intermodal literature in different geographic contexts, a hierarchical typology of air-rail connections is presented and used to categorize the fifty largest US airports based on the quality of their air-rail service. More specific descriptions and qualitative assessments of the air-rail connections for each of the airports with direct air-rail service are also provided.
KW  - Air rail interface
KW  - Airports
KW  - Amtrak
KW  - Connections (Transportation)
KW  - Intermodal services
KW  - Quality of service
KW  - Rail transit
KW  - Railroad transportation
KW  - Typology
KW  - United States
UR  - http://www.ncit.msstate.edu/NCIT%20Reports/2008_06_Goetz%20and%20Vowles_Air-Rail%20Intermodal%20Connections.pdf
UR  - https://trid.trb.org/view/1331602
ER  - 

TY  - RPRT
AN  - 01531744
AU  - Edil, Tuncer B
AU  - Benson, Craig H
AU  - O’Donnell, Jonathan B
AU  - Komonweeraket, Kanokwan
AU  - University of Wisconsin, Madison
AU  - Federal Highway Administration
TI  - Evaluation of the Environmental Performance of CCPS in Roadway Applications
PY  - 2010///Final Report
SP  - 414p
AB  - This report consists of two theses prepared at the University of Wisconsin-Madison. The two theses are: (1) "Leaching of Trace Elements from Roadway Materials Stabilized with Fly Ash" by Jonathan O'Donnell (2009) MS Thesis; and (2) "Leaching from Soil Stabilized with Fly Ash: Behavior and Mechanisms" by Kanokwan Komonweeraket (2010) PhD Thesis.
KW  - Coal combustion products
KW  - Environmental impacts
KW  - Fly ash
KW  - Leaching
KW  - Soil stabilization
KW  - Trace elements
UR  - http://rmrc.wisc.edu/wp-content/uploads/2012/11/Edil-No.-52-Evaluation-of-the-Environmental-performance-of-CCPs-in-Roadway-Applications.pdf
UR  - https://trid.trb.org/view/1316216
ER  - 

TY  - RPRT
AN  - 01485764
AU  - Ryerson, Megan Smirti
AU  - University of California Transportation Center (UCTC)
AU  - California Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Optimal Intercity Transportation Services with Heterogeneous Demand and Variable Fuel Price
PY  - 2010
SP  - 135p
AB  - This thesis examines how fuel price variation affects the optimal mix of services in intercity transportation. Two main contributions are made. The first is the development of an analytic total logistics cost model of intercity transportation, which is sensitive to fuel price and incorporates multiple classes of vehicles serving passengers with differentiated values of time. The second is an empirical investigation of the cost relationship between fuel price and operating cost for intercity transportation vehicles. The analytic total logistics cost models are combined with the empirical models to gain insights into the impact of fuel price on optimal service mixes in representative corridors. A scheduled intercity transportation corridor on which different classes of vehicles serve passengers with differentiated values of time is considered. In developing the total logistics cost model, the continuum approximation method from logistics is incorporated. The analysis compares cost models for jet, turboprop and high speed rail intercity transportation. High speed rail is a part of a mixed vehicle service that can reduce total logistics cost, suggesting that an integrated air and rail strategy could be an effective tool to manage costs and fuel consumption for an intercity transportation system.
KW  - Aviation fuels
KW  - Cost estimating
KW  - Fares
KW  - Fuel consumption
KW  - High speed rail
KW  - Intercity transportation
KW  - Jet propelled aircraft
KW  - Mathematical models
KW  - Operating costs
KW  - Pricing
KW  - Turboprop aircraft
UR  - http://www.uctc.net/research/UCTC-DISS-2010-07.pdf
UR  - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm56h4n6g/1/UCTC-DISS-2010-07.pdf
UR  - https://trid.trb.org/view/1249736
ER  - 

TY  - RPRT
AN  - 01485760
AU  - Grembek, Offer
AU  - University of California Transportation Center (UCTC)
AU  - California Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - User Adaptation to Injury Protection Systems: Its Effects on Fatalities, and Possible Causes
PY  - 2010
SP  - 58p
AB  - Although it is generally believed that people drive less carefully when their vehicles are equipped with new protection systems, the possible impact of such behavior on fatalities has never before been quantiﬁed. A meta-study across a diverse set of injury protection systems strongly suggests that users do adapt to new protection systems in a way that increases fatalities, and that the effect is more intense for systems that are easily perceived by the user. Perceptibility was quantiﬁed and found to be higher for injury protection systems that require user activation; for these systems, it is estimated that about 9% of the fatalities can be attributed to adaptation.
KW  - Adaptation (Psychology)
KW  - Drivers
KW  - Fatalities
KW  - Occupant protection devices
KW  - Perception
KW  - Vehicle safety
UR  - http://www.uctc.net/research/UCTC-DISS-2010-08.pdf
UR  - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm5b85cxs/1/UCTC-DISS-2010-08.pdf
UR  - https://trid.trb.org/view/1249735
ER  - 

TY  - RPRT
AN  - 01485759
AU  - Wang, Jiana-Fu
AU  - University of California Transportation Center (UCTC)
AU  - California Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Operational Strategies for Single-Stage Crossdocks
PY  - 2010
SP  - 131p
AB  - A crossdock is a kind of hub that can effectively transfer freight from inbound trailers to outbound trailers without storage. Efficient operation of crossdocks reduces unnecessary waiting and staging congestion for freight and workers and is an important issue for managers. This dissertation uses real-time information about the contents of inbound and outbound trailers and the locations of pallets to schedule unloading for waiting trailers or assign destinations for unloading pallets. A waiting trailer is chosen that will need the least time for its pallets and existing pallets; an alternative destination for a pallet may be assigned if its primary destination is expected to encounter congestion. Two dynamic trailer scheduling and four alternative destination strategies are proposed and compared with baseline scenarios. Simulation results suggest that the strategies are effective, saving cycle times and raising throughputs. Greater flexibility in choosing alternative destinations can bring higher performance for crossdocks.
KW  - Algorithms
KW  - Crossdocks
KW  - Hubs
KW  - Optimization
KW  - Pallets
KW  - Queuing
KW  - Scheduling
KW  - Simulation
KW  - Trailers
UR  - http://www.uctc.net/research/UCTC-DISS-2010-05.pdf
UR  - https://merritt.cdlib.org/d/ark%3a%2f13030%2fm52r3wf9/1/UCTC-DISS-2010-05.pdf
UR  - https://trid.trb.org/view/1249737
ER  - 

TY  - RPRT
AN  - 01481176
AU  - Villalobos, J Rene
AU  - Maltz, Arnold
AU  - Xue, Liangjie
AU  - Sanchez, Octavio
AU  - Vazquez, Laura
AU  - Arizona State University, Tempe
AU  - Arizona State University, Tempe
AU  - Arizona Department of Transportation
AU  - Federal Highway Administration
TI  - Forecast and Capacity Planning for Nogales’ Ports of Entry
PY  - 2010
SP  - 86p
AB  - The overall purpose of this study was to forecast the number of border crossings by mode of traffic at the Nogales‐Mariposa and DeConcini Ports of Entry (POEs), and to assess the interaction between the Mariposa and DeConcini Ports of Entry. Significant population growth and economic development in the Ambos Nogales area requires new comprehensive planning to address growing demands placed on the two land POEs. In addition, this growth and development calls for an examination of port of entry needs and opportunities. Some of the main activities of this study include: (1) a baseline analysis of the Nogales Ports of Entry (POEs), Mariposa POE and DeConcini POE. Including analysis of historical data for these POEs, a visit to the Mariposa POE and conclusions gathered from any relevant previous studies; (2) testing of various model alternatives on the historical data for the different modes of traffic to find the best methods for creating the forecasts; (3) using the chosen models to provide forecasts of border crossings for the next 5, 10 and 15 years into the future; and (4) creating a simulation model to test the capacity of the Nogales POE given the forecasted future traffic demands.
KW  - Forecasting
KW  - Highway capacity
KW  - International borders
KW  - Needs assessment
KW  - Nogales (Arizona)
KW  - Ports of entry
KW  - Simulation
KW  - Strategic planning
KW  - Transportation modes
KW  - Transportation planning
KW  - United States-Mexico Border
UR  - http://www.borderplanning.fhwa.dot.gov/nogalesStudy/pdfs/appendices.pdf
UR  - http://www.borderplanning.fhwa.dot.gov/nogalesStudy/pdfs/finalReport.pdf
UR  - https://trid.trb.org/view/1250043
ER  - 

TY  - RPRT
AN  - 01472437
AU  - Boske, Leigh B
AU  - Loftus-Otway, Lisa
AU  - Hutson, Nathan
AU  - University of Texas, Austin
AU  - University of Texas, Austin
AU  - Research and Innovative Technology Administration
TI  - Evaluation of Mexican Transportation Infrastructure Projects
PY  - 2010
SP  - 343p
AB  - University of Texas researchers spent one year examining the legal, institutional and economic underpinnings of transportation planning within Mexico. After completing this review a series of case studies were performed in year two of the study intended to demonstrate how these institutional factors functioned in real world examples. The case studies were designed to focus on infrastructure projects considered strategically valuable by the Mexican government and assess how various institutions contributed to these projects’ development. The case studies were carried out by a group of graduate student researchers at the LBJ School of Public Affairs through a year-long applied research course called a policy research project. In a policy research project, a group of students selected due to their interest and expertise in key project areas, performs real world analysis on a particular topic for the benefit of a public sector sponsor. The scope of the study was intentionally broad, focusing on issues such as project prioritization and selection, budgeting and finance, bidding and tendering, right-of-way acquisition, environmental assessment and mitigation, engineering/planning coordination among entities, and citizen involvement. This approach allowed the researchers to develop a complete picture of the planning and implementation process as it applied to different types of projects. In addition to research on the implementation and development of Mexico’s infrastructure programs, the project also explored the degree to which Texas and Mexico are coordinating their transportation plans. Through a series of memoranda and this comprehensive final report, the project developed strategies to increase cross-border coordination, create relationships with many important Mexican contacts, assessed discontinuities between Mexico and Texas transportation plans, analyzed the process of project development in Mexico, and recommended policy changes. The project gathered information from literature reviews, telephone interviews, websites, and site visits to twelve projects around Mexico that covered all modes: highways, rail, ports, airports, commuter rail, and inland ports. In addition, personal interviews were conducted with government officials, project directors, and others involved in the development process. This report analyzes several case studies from around Mexico in depth, and comments on the impact of their development on Mexico and Texas’s economies.
KW  - Border regions
KW  - Case studies
KW  - Coordination
KW  - Implementation
KW  - Mexico
KW  - Research projects
KW  - Texas
KW  - Transportation infrastructure
KW  - Transportation planning
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5985_1_CaseStudies.pdf
UR  - http://ntl.bts.gov/lib/46000/46900/46962/0_5985_1_CaseStudies.pdf
UR  - https://trid.trb.org/view/1243641
ER  - 

TY  - RPRT
AN  - 01469416
AU  - Salari, Ezzatollah
AU  - Chou, Eddie Yein Juin
AU  - Lynch, James
AU  - Dutta, Utpal
AU  - Michigan Ohio University Transportation Center
AU  - University of Toledo
AU  - University of Detroit Mercy
AU  - Research and Innovative Technology Administration
TI  - Transportation Informatics: Advanced Image Processing Techniques for Automated Pavement Distress Evaluation
PY  - 2010///Final Report
SP  - 28p
AB  - The current project, funded by MIOH-UTC for the period 1/1/2009- 4/30/2010, is concerned with the development of the framework for a transportation facility inspection system using advanced image processing techniques. The focus of this study is on the technical details of investigating and utilizing state-of-the-art image analysis techniques to further advance research in image processing based inspection systems in order to detect and classify the cracks in pavement. The detection of cracks and other degradations of pavement surfaces has traditionally been done by human experts conducting visual inspection while driving along the surveyed road. This manual approach is not only time consuming but also costly and subjective. To overcome these limitations the authors developed two different approaches for automatic crack detection and classification to speed up the process and reduce subjectivity. In the first approach, after the pavement images are captured by a digital camera, regions corresponding to cracks are detected over the acquired images by local segmentation and then represented by a matrix of square tiles. Since the crack pattern can be represented by the distribution of the crack tiles, standard deviations of both vertical and horizontal histograms are calculated to map the cracks onto a 2D feature space, where four crack types can be identified as: longitudinal cracks, transversal cracks, block cracks and alligator cracks. This new technique provides a low-cost, near real time distress analysis option. In the second approach the authors explore the use of a more robust multi-resolution scheme based on the beamlet transform. This method uses a pavement distress image enhancement algorithm to correct the non-uniform background illumination by calculating the multiplicative factors that eliminate the background lighting variations. To extract the linear features such as surface cracks from the pavement images, the image is partitioned into small windows and a beamlet transform based algorithm is applied. The crack segments are then linked together and classified into four types, vertical, horizontal, transversal, and block types. Simulation results show that the method is effective and robust in the extraction of cracks from a variety of pavement images. The experimental results, obtained by testing real pavement images over local asphalt roads, present the effectiveness of the authors' algorithm for automating the process of identifying road distresses from images.
KW  - Algorithms
KW  - Cracking of asphalt concrete pavements
KW  - Flaw detection
KW  - Image analysis
KW  - Image processing
KW  - Intelligent transportation systems
KW  - Pavement distress
KW  - Pavement maintenance
UR  - http://files.library.northwestern.edu/transportation/online/unrestricted/2010/MIOH-UTC-TS18p2-2010.pdf
UR  - https://trid.trb.org/view/1226279
ER  - 

TY  - RPRT
AN  - 01469389
AU  - Chinnam, Ratna Babu
AU  - Murat, Alper
AU  - Ulferts, Gregory
AU  - Michigan Ohio University Transportation Center
AU  - University of Detroit Mercy
AU  - Wayne State University
AU  - Michigan Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Enabling Congestion Avoidance and Reduction in the Michigan-Ohio Transportation Network to Improve Supply Chain Efficiency: Freight ATIS
PY  - 2010///Final Report
SP  - 32p
AB  - The authors consider dynamic vehicle routing under milk-run tours with time windows in congested transportation networks for just-in-time (JIT) production. The arc travel times are considered stochastic and time-dependent. The problem integrates TSP with dynamic routing to find a static yet robust recurring tour of a given set of sites (i.e., DC and suppliers) while dynamically routing the vehicle between site visits. The static tour is motivated by the fact that tours cannot be changed on a regular basis (e.g., daily or even weekly) for milk-run pickup and delivery in routine JIT production. The authors allow network arcs to experience recurrent congestion, leading to stochastic and time-dependent travel times and requiring dynamic routing decisions. While the tour cannot be changed, they dynamically route the vehicle between pair of sites using real-time traffic information (e.g. speeds) from Intelligent Transportation System (ITS) sources to improve delivery performance. Traffic dynamics for individual arcs are modeled with congestion states and state transitions based on time-dependent Markov chains. Based on vehicle location, time of day, and current and projected network congestion states, the authors generate dynamic routing policies for every pair of sites using a stochastic dynamic programming formulation. The dynamic routing policies are then simulated to find travel time distributions for each pair of sites. These time-dependent stochastic travel time distributions are used to build the robust recurring tour using an efficient stochastic forward dynamic programming formulation. Results are very promising when the algorithms are tested in a simulated network of Southeast-Michigan freeways using historical traffic data from the Michigan ITS Center and Traffic.com.
KW  - Delivery service
KW  - Dynamic programming
KW  - Freight traffic
KW  - Intelligent transportation systems
KW  - Just in time production
KW  - Michigan
KW  - Routing
KW  - Supply chain management
KW  - Traffic congestion
KW  - Travel time
UR  - https://trid.trb.org/view/1226277
ER  - 

TY  - RPRT
AN  - 01450866
AU  - Salari, Ezzatollah
AU  - Chou, Eddie Yein Juin
AU  - Lynch, James
AU  - Dutta, Utpal
AU  - University of Toledo
AU  - University of Detroit Mercy
AU  - Michigan Ohio University Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Advanced Road Scene Image Segmentation and Pavement Evaluation Using Neural Networks
PY  - 2010///Final Report
SP  - 27p
AB  - The current project, funded by the Michigan Ohio University Transportation Center for the period 9/1/2009-8/31/2010, continues efforts in designing an image processing based pavement inspection system for the assessment of highway surface conditions. One of the most important tasks in pavement  maintenance is pavement surface condition evaluation distress measurement.  In order to  eliminate the tedious and unreliable manual inspection of pavement surface evaluation, image  processing and pattern recognition techniques are used to increase the efficiency and  accuracy and decrease the costs of pavement distress measurements.  Existing systems for automated pavement defect detection commonly require special devices such as lights, lasers, etc., which dramatically increase the cost and limit the system to certain applications. Therefore, in this report, a low cost automatic pavement distress evaluation approach is  presented. This method can provide real-time pavement distress detection as well as  evaluation results based on color images captured from a camera installed on a survey  vehicle.  The entire process consists of two main parts: pavement surface extraction followed  by pavement distress detection and classification. In the first part, a novel color segmentation  method based on a feed forward neural network is applied to separate the road surface from  the background. In the second part, a segmentation technique based on probabilistic relaxation is utilized to separate distress areas from the road surface.  The geometrical  parameters obtained from the detected distresses are then fed to a neural network based  pavement distress classifier in which the defects are classified into different types. Simulation results are given to show that the scheme presented in this report is both effective  and reliable on a variety of pavement images.
KW  - Deterioration
KW  - Flaw detection
KW  - Image analysis
KW  - Image processing
KW  - Neural networks
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavements
KW  - Rehabilitation (Maintenance)
UR  - http://mioh-utc.udmercy.edu/research/ts-18-p3/pdf/MIOH_UTC_TS18p3_2010_Final_Rpt_Advanced_Road_Scene_Image_Segmentation_etc.pdf
UR  - https://trid.trb.org/view/1218122
ER  - 

TY  - RPRT
AN  - 01450080
AU  - Stavrinos, Despina
AU  - University of Alabama at Birmingham University Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Distracted Driving in Teens with and without ADHD
PY  - 2010
SP  - 26p
AB  - The objective of the study was to determine the effect cell phone conversation or text messaging has on motor vehicle collision-related injury risk in teens with or without Attention Deficit Hyperactivity Disorder - Combined Type (ADHD-C) and whether a computerized cognitive intervention improves driving performance of these individuals.  Teens (average age 17 years) with a diagnosis of ADHD-C (N-22) were matched with typically developing controls (N=21).  Participants randomly assigned to the intervention completed 9 hours of training on RoadTour(trademarked) over 6 weeks.  Four indicators of driving performance were recorded by the simulator (a) deviation of lane position; (b) reaction time; (c) average driving speed; (d) total number of motor vehicle collisions.  The repeated measures analysis of variance revealed main effects for driving condition on reaction time, motor vehicle collisions, and number of deviations.  The repeated measures analysis of variance revealed significant intervention effects for motor vehicle crashes and lane deviation.  It is concluded that distraction negatively impacts driving performance of novice teenage drivers regardless of ADHD-C status.  Preliminary evidence suggests that the RoadTour(trademarked) intervention may be an effective tool for improving driving performance of novice drivers.
KW  - Attention deficit hyperactivity disorder
KW  - Cellular telephones
KW  - Countermeasures
KW  - Distraction
KW  - Lane deviation
KW  - Reaction time
KW  - Recently qualified drivers
KW  - Teenage drivers
KW  - Text messaging
KW  - Traffic crashes
UR  - http://ntl.bts.gov/lib/46000/46100/46163/uabutcdistracteddriving_stavrinos_final1.pdf
UR  - https://trid.trb.org/view/1217314
ER  - 

TY  - RPRT
AN  - 01380342
AU  - Pisano, Paul
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Seasons of Achievement: Accomplishments of the Road Weather Management Program
PY  - 2010
SP  - 12p
AB  - For transportation managers, keeping abreast of changes in the weather is vital for maintaining an efficient and safe transportation system. For the road user, knowing about actual or pending bad weather and road conditions can save time and lives.  The Road Weather Management Program (RWMP) is part of the Federal Highway Administration’s Office of Operations and works in conjunction with the Intelligent Transportation Systems office of the Research and Innovative Technology Administration.  The RWMP addresses road weather challenges through research, technology development, and community outreach to gain a greater understanding of the impact weather has on roadways, and through the promotion of strategies and tools that mitigate those impacts.   To achieve success, RWMP promotes the use of proven best practices and advanced, state-of-the-art technologies and tools such as environmental sensor stations; freeway gate closure systems; wet pavement, fog, and high wind warning systems; and integrated decision support systems. The result is an initiative that benefits state and local agencies, private weather providers, and the traveling public. A hallmark of the Program is the successful transfer of federally funded research into actual practice and use by the private sector.
KW  - Highway operations
KW  - Highway safety
KW  - Highway traffic control
KW  - Road weather information systems
KW  - Road Weather Management Program
KW  - U.S. Federal Highway Administration
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/33000/33100/33152/seasons_pdf.pdf
UR  - https://trid.trb.org/view/1148137
ER  - 

TY  - RPRT
AN  - 01370170
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance - Report to Congress
PY  - 2010///Report to Congress
SP  - 502p
AB  - This is the ninth 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 23 U.S.C. §502(h), as well as transit system information required by 49 U.S.C. §308(e). This document is intended to provide decision makers with an objective appraisal of the physical conditions, operational performances, and financing 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 condition and performance (C&P) 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.  This edition of the C&P report is based primarily on data through the year 2008; consequently, the system conditions and performance measures presented do not yet fully reflect the effects of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), which authorized Federal highway and transit funding for Federal fiscal years 2005 through 2009. These measures also do not reflect the impact of the American Recovery and Reinvestment Act of 2009 (Recovery Act). 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 include separate highway and transit sections discussing each mode in depth. The four chapters in Part II, “Investment/Performance Analysis,” contain the core prospective analyses of the report, including 20-year future capital investment scenarios. Part III, “Sustainable Transportation Systems,” includes a set of three new chapters exploring sustainability, climate change adaptation, and livability. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, for bridges, and for transit.
KW  - Bridges
KW  - Capital investments
KW  - Condition surveys
KW  - Financing
KW  - Forecasting
KW  - Highways
KW  - Needs assessment
KW  - Performance
KW  - Public transit
KW  - Sustainable transportation
UR  - http://www.fhwa.dot.gov/policy/2010cpr/pdfs/cp2010.pdf
UR  - https://www.fhwa.dot.gov/policy/2010cpr/
UR  - https://trid.trb.org/view/1138917
ER  - 

TY  - RPRT
AN  - 01370153
AU  - Federal Highway Administration
AU  - Roadway Safety Consortium
TI  - Guidelines on Use of Exposure Control Measures
PY  - 2010
SP  - 15p
AB  - This document describes considerations and implementations of exposure control measures in a work zone.  The document offers recommended practices and describes effective strategies and techniques that can be employed during the planning and construction phases to help mitigate safety and production concerns.  The use of exposure control measures should be considered in the context of the overall transportation management plan for a project. Examples of exposure control measures include full road closures, diversions, median crossovers, ramp closures, rolling roadblocks, working during nighttime hours, and accelerated construction techniques.
KW  - Accelerated construction
KW  - Highway operations
KW  - Lane closure
KW  - Night
KW  - Strategic planning
KW  - Traffic diversion
KW  - Work zone safety
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.workzonesafety.org/files/documents/training/courses_programs/rsa_program/RSP_Guidance_Documents_Download/RSP_Exposure_Controls_Guidance_Download.pdf
UR  - https://trid.trb.org/view/1137006
ER  - 

TY  - RPRT
AN  - 01370144
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions & Performance - Report to Congress, Executive Summary
PY  - 2010///Executive Summary
SP  - 42p
AB  - This document is a summary of the 2010 Status of the Nation’s Highways, Bridges, and Transit: Conditions and Performance report to Congress (C&P report). The C&P report is intended to provide decision makers with an objective appraisal of the physical conditions, operational performance, and financing 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 edition of the C&P report is the ninth in the series that combines information on the Nation’s highway and transit systems. The main body of the report is organized into three major sections. Part I, “Description of Current System,” includes the core retrospective analyses in the report, including chapters on household travel, system characteristics, system conditions, operational performance, safety, and finance. Part II, “Investment/Performance Analysis,” includes the core prospective analyses of the report, including projections of future highway, bridge, and transit capital investment under certain defined scenarios. This section also explores how these scenarios would be affected by changing the assumptions about travel growth, financing mechanisms, and other key variables. Part III, “Sustainable Transportation Systems,” includes a set of three new chapters exploring sustainability, climate change adaptation, and livability. Some of the topics discussed have been referenced in previous editions of this report, but this edition is the first to explore these issues in a concentrated fashion. The report also contains three technical appendices that describe the investment/performance methodologies used in the report for highways, for bridges, and for transit.
KW  - Bridges
KW  - Capital investments
KW  - Condition surveys
KW  - Financing
KW  - Forecasting
KW  - Highways
KW  - Needs assessment
KW  - Performance
KW  - Public transit
KW  - Sustainable transportation
UR  - http://www.fhwa.dot.gov/policy/2010cpr/pdfs/littlebook.pdf
UR  - https://trid.trb.org/view/1138920
ER  - 

TY  - RPRT
AN  - 01356793
AU  - U.S. Census Bureau
AU  - Research and Innovative Technology Administration
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Census Transportation Planning Product (CTPP) 2006-2008 - Part 1A (T11100-T12302C): Place of Residence Data and Documentation
PY  - 2010
SP  - v.p.
AB  - The Census Transportation Planning Package (CTPP) data product based on 2006 – 2008 3-year American Community Survey (ACS) Data is designed to help transportation analysts and planners understand where people are commuting to and from, and how they get there. The information is organized by where workers live, where they work, and by the flow between those places.  At this website a link is provided that will take you to the CTPP data product based on 2006 – 2008 3-year ACS Data. The Data Product is a special tabulation of census data designed by transportation planners, for transportation planners. The Data Product contains commuter flows, not available in other data sets. This Data Product is limited to geographies with populations 20,000 or greater. It contains over 200 tabs and cross tabs and will help planners answer such questions as: How many people live here and work there? What’s the average commute time to my city? How many or what percentage of workers use transit in my Metropolitan Statistical Area (MSA)? What is the average income of workers commuting from the suburbs to the city? What industries are located in my city? What proportion of transit users are automobile owners? What percentage of work trips are made in carpools? What proportion of people telecommute?
KW  - American Community Survey
KW  - Automobile ownership
KW  - Carpools
KW  - Census
KW  - Census Transportation Planning Package
KW  - Commuters
KW  - Commuting
KW  - Income
KW  - Modal split
KW  - Telecommuting
KW  - Transportation planning
KW  - Work trips
UR  - https://1bts.rita.dot.gov/pdc/user/products/src/products.xml?p=33107&c=-1
UR  - https://trid.trb.org/view/1122434
ER  - 

TY  - RPRT
AN  - 01343224
AU  - Julian, Frank
AU  - Wagner, Chris
AU  - Federal Highway Administration
TI  - The Safety Edge: Your Angle for Reducing Roadway Departure Crashes
PY  - 2010
SP  - n.p.
AB  - This DVD shows roadway departure, single vehicle accidents, zeroes in on one of the causes, and presents a countermeasure to decrease the likelihood of these traffic accidents.  One of the causes of roadway departure accidents is pavement edge dropoff.  These dropoffs can be created in the act of paving, when the pavement is constructed.  Placing a safety edge on the paving machine would limit the creation of pavement edge dropoffs, and help to eliminate one of the causes of roadway departure accidents.
KW  - Countermeasures
KW  - Dropoffs (Pavements)
KW  - Highway safety
KW  - Pavers
KW  - Paving
KW  - Ran off road crashes
KW  - Safety edge (Pavement safety feature)
UR  - https://trid.trb.org/view/1104598
ER  - 

TY  - RPRT
AN  - 01340821
AU  - Federal Highway Administration
TI  - States Across the Country Implement Accelerated Bridge Construction
PY  - 2010
SP  - 2p
AB  - There is a growing need to repair the most vital highway bridges in the United States in an accelerated fashion to limit safety and mobility impacts. Because of this, accelerated bridge construction (ABC) is growing in popularity across the country.  This Fact Sheet briefly reviews what ABC involves, its benefits, and its use in the following States:  Utah, Florida, New York, Virginia, and Washington State.
KW  - Accelerated construction
KW  - Florida
KW  - Highway bridges
KW  - Highway safety
KW  - Maintenance
KW  - Mobility
KW  - New York (State)
KW  - Rehabilitation (Maintenance)
KW  - Repairing
KW  - Utah
KW  - Virginia
KW  - Washington (State)
UR  - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/factsheet16/factsheet16.pdf
UR  - https://trid.trb.org/view/1102811
ER  - 

TY  - RPRT
AN  - 01340818
AU  - Federal Highway Administration
TI  - Lane Closure Policies and Management Systems
PY  - 2010
SP  - 2p
AB  - A number of States across the country have developed lane closure policies and systems to aid in the scheduling of work zones. Lane closure policies and systems can help a State improve mobility by restricting lane closure hours in line with peak travel times and coordinating lane closures to manage the combined impacts.  This Fact Sheet briefly reviews lane closure policies and management systems in Colorado, California, Indiana, Maryland, Ohio, and Wisconsin.
KW  - California
KW  - Colorado
KW  - Indiana
KW  - Lane closure
KW  - Maryland
KW  - Off peak periods
KW  - Ohio
KW  - Peak periods
KW  - Policy
KW  - Wisconsin
KW  - Work zone traffic control
UR  - http://www.ops.fhwa.dot.gov/wz/practices/factsheets/factsheet17/factsheet17.pdf
UR  - https://trid.trb.org/view/1102810
ER  - 

TY  - RPRT
AN  - 01340817
AU  - Research and Innovative Technology Administration
TI  - ITS Strategic Research Plan, 2010–2014, Executive Summary: Transforming Transportation Through Connectivity
PY  - 2010
SP  - v.p.
AB  - This document is the Executive Summary of the ITS Strategic Research Plan, 2010–2014. It describes a focused research agenda for delivering transportation connectivity to the Nation. Building on the last set of recently completed research initiatives, this new research portfolio will continue efforts necessary for researching, prototyping, testing and evaluating, and transferring the next generation of Intelligent Transportation System (ITS) technology into the marketplace. Ultimately, this research portfolio will result in a fully-connected, information-rich transportation system for the Nation.
KW  - Connectivity
KW  - Intelligent transportation systems
KW  - Research
KW  - Strategic planning
KW  - Transportation planning
UR  - http://www.its.dot.gov/strategic_plan2010_2014/index.htm
UR  - https://trid.trb.org/view/1102848
ER  - 

TY  - RPRT
AN  - 01336934
AU  - Federal Aviation Administration
TI  - Federal Aviation Administration Flight Plan, 2010-2019
PY  - 2010
SP  - 64p
AB  - This is the Federal Aviation Administration's (FAAs) fifth annual update to the controller workforce plan. The FAA issued the first comprehensive controller workforce plan in December 2004. This 2010 report incorporates changes in air traffic forecasts, controller retirements and other factors into the plan. In addition, it provides staffing ranges for all of the FAAs air traffic control facilities and actual onboard controllers as of September 26, 2009.
KW  - Air traffic
KW  - Air traffic control
KW  - Air traffic controllers
KW  - Air transportation
KW  - Flight plans
KW  - Personnel retention
KW  - Professional employment
KW  - Recruiting
KW  - Training
KW  - U.S. Federal Aviation Administration
UR  - https://trid.trb.org/view/1097938
ER  - 

TY  - RPRT
AN  - 01335492
AU  - Federal Highway Administration
TI  - Safety Benefits of Raised Medians and Pedestrian Refuge Areas
PY  - 2010
SP  - 8p
AB  - Pedestrian crashes account for about 12% of all traffic fatalities annually. Over 75% of these fatalities occur at non-intersection locations. On average, a pedestrian is killed in a motor vehicle crash every 120 minutes and one is injured every 8 minutes. Many of these crashes are preventable. By providing raised medians and pedestrian refuge islands, these crash numbers can be brought down, injuries prevented, and lives saved. The median is the area between opposing lanes of traffic — a median can either be open (pavement markings only) or channelized (raised medians or islands) to separate various road users. Providing raised medians or pedestrian refuge areas at pedestrian crossings at marked crosswalks has demonstrated a 46% reduction in pedestrian crashes. At unmarked crosswalk locations, pedestrian crashes have been reduced by 39%. Installing raised pedestrian refuge islands on the approaches to unsignalized intersections has had the most impact reducing pedestrian crashes. The Federal Highway Administration strongly encourages the use of raised medians or refuge areas in curbed sections of multi-lane roadways in urban and suburban areas, particularly in areas where there are mixtures of a significant number of pedestrians, high volumes of traffic (more than 12,000 vehicles per day) and intermediate or high travel speeds.
KW  - Countermeasures
KW  - Crosswalks
KW  - Medians
KW  - Multilane highways
KW  - Pedestrian refuge islands
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Raised medians
KW  - Suburbs
KW  - United States
KW  - Urban areas
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/medians_brochure/medians_brochure.pdf
UR  - https://trid.trb.org/view/1099041
ER  - 

TY  - RPRT
AN  - 01335490
AU  - Federal Highway Administration
TI  - Safety Benefits of Walkways, Sidewalks, and Paved Shoulders
PY  - 2010
SP  - 8p
AB  - Annually, around 4,500 pedestrians are killed in traffic crashes with motor vehicles in the United States. Pedestrians killed while “walking along the roadway” account for almost 8% of these deaths. Many of these tragedies are preventable. Providing walkways separated from the travel lanes could help to prevent up to 88% of these “walking along roadway crashes.” Sidewalks separated from the roadway are the preferred accommodation for pedestrians. Sidewalks provide many benefits including safety, mobility, and healthier communities. Paved shoulders provide numerous safety benefits for motorists as well as benefits for pedestrians. The Federal Highway Administration "Guidance Memorandum on Consideration and Implementation of Proven Safety Countermeasures" offers guidance for the application of sidewalks and shoulders.
KW  - Countermeasures
KW  - Paved shoulders
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Sidewalks
KW  - United States
KW  - Walkways
UR  - http://safety.fhwa.dot.gov/ped_bike/tools_solve/walkways_brochure/walkways_brochure.pdf
UR  - https://trid.trb.org/view/1099042
ER  - 

TY  - RPRT
AN  - 01333754
AU  - Federal Highway Administration
TI  - Transportation Conformity: A Basic Guide for State and Local Officials
PY  - 2010///2010 Revision
SP  - 22p
AB  - The air quality provisions of the Clean Air Act (CAA) and the metropolitan transportation planning provisions of Title 23 and Title 49 of the United States Code require a planning process that integrates air quality and metropolitan transportation planning such that transportation investments support clean air goals. This process is known as transportation conformity and is carried out in accordance with 40 CFR Parts 51 and 93. This Guide was prepared to help State and local officials understand transportation conformity and how conformity requirements relate to transportation investments in their communities. Specifically, the authors discuss the implications of conformity on metropolitan transportation plans, transportation improvement programs (TIPs), and transportation projects. The Guide provides overview information on the major elements of the conformity process and provides answers to basic questions. Several exhibits are included in the Guide to illustrate key elements of the conformity process. Appendices are also included that discuss the health effects of pollutants, options to reduce on-road mobile source emissions, and resource agency contacts.
KW  - Air quality management
KW  - Clean Air Act
KW  - Conformity
KW  - Guidelines
KW  - Metropolitan areas
KW  - Transportation Improvement Programs
KW  - Transportation planning
UR  - http://www.fhwa.dot.gov/environment/air_quality/conformity/guide/
UR  - https://trid.trb.org/view/1094083
ER  - 

TY  - SER
AN  - 01328495
JO  - Exploratory Advanced Research Program Fact Sheet
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Exploring Cement Hydration Kinetics: International Summit on Cement Hydration Kinetics and Modeling
PY  - 2010///Fact Sheet
SP  - 2p
AB  - The quest to identify the underlying mechanisms that control cement hydration continues to be a challenge for modern materials science but has the potential to alter the fabric of constructed infrastructure for the global benefit of all.  In 2009, a workshop supported by the Federal Highway Administration (FHWA), the National Science Foundation and other participating partners, the International Summit on Cement Hydration Kinetics and Modeling, examined various aspects of cement hydration.  The Summit was followed by an August 2010 Web conference to report on progress since the summit, and the drafting of an industry hydration roadmap.
KW  - Cement
KW  - Hydration
KW  - Kinetics
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10078/10078.pdf
UR  - https://trid.trb.org/view/1089446
ER  - 

TY  - SER
AN  - 01328132
JO  - Exploratory Advanced Research Program Fact Sheet
PB  - Federal Highway Administration
AU  - Ferlis, Bob
AU  - Federal Highway Administration
TI  - Efficient and Safe Merging Solutions - Advanced Freeway Merge Assistance: Harnessing the Potential of IntelliDrive
PY  - 2010///Fact Sheet
SP  - 2p
AB  - IntelliDrive is an initiative designed to enable wireless communications among vehicles, the highway infrastructure, and travelers' personal communications devices.  This fact sheet discusses the use of IntelliDrive to improve the efficiency and safety of freeway merges.
KW  - Freeway operations
KW  - Highway safety
KW  - IntelliDrive (Program)
KW  - Merging traffic
KW  - Wireless communication systems
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10076/10076.pdf
UR  - https://trid.trb.org/view/1087846
ER  - 

TY  - RPRT
AN  - 01321749
AU  - Federal Aviation Administration
TI  - Report to Congress: National Plan of Integrated Airport Systems (NPIAS), 2011-2015
PY  - 2010
SP  - 100p
AB  - The National Plan of Integrated Airport Systems (NPIAS) for Fiscal Years (FY) 2011 to 2015 is submitted to Congress in accordance with Section 47103 of Title 49 of the United States Code. A national airport plan has been prepared at regular intervals since the mid-1940s. The plan identifies 3,380 public-use airports (3,332 existing and 48 proposed) that are significant to national air transportation and, therefore, eligible to receive grants under the Federal Aviation Administration (FAA) Airport Improvement Program (AIP). The development data contained in this report were largely compiled in 2009. The report estimates that over the next 5 years, there will be $52.2 billion of AIP eligible infrastructure development for all segments of civil aviation. This is an increase of 5 percent ($2.5 billion) over the last report issued 2 years ago. This report reflects an increase in development estimates for all categories of airports, except large hubs and new airports which are predicting slight decreases in AIP eligible development over the next 5 years. Airport capital development needs are driven by traffic growth resulting in the need to expand facilities, rehabilitation or reconstruction of infrastructure due to use and age of facilities, and changing aircraft technology requiring airports to update or replace equipment and infrastructure. The NPIAS is used by FAA in administering the AIP. It supports the goals identified in the FAA Flight Plan for safety and capacity by identifying airports and airport improvements that will help achieve those goals. Fifty-seven percent of the development is intended to rehabilitate existing infrastructure and keep airports up to standards for the aircraft that use them. Forty-three percent of the development in the report is intended to accommodate growth in travel, including more passengers, cargo and activity, and larger aircraft. This report includes a section on the condition and performance of the national airport system, highlighting six topics: safety, capacity, pavement condition, financial performance, surface accessibility, and environment. The findings are favorable indicating that the system is safe, convenient, well maintained, and largely supported by nonfederal revenue (rents, fees, and taxes paid by users).
KW  - Airport capacity
KW  - Airport ground transportation
KW  - Airport Improvement Program
KW  - Airports
KW  - Condition surveys
KW  - Environment
KW  - Financing
KW  - National Plan of Integrated Airports Systems
KW  - Safety
KW  - Transportation planning
UR  - http://www.faa.gov/airports/planning_capacity/npias/reports/historical/media/2011/npias_2011_narrative.pdf
UR  - https://trid.trb.org/view/1082756
ER  - 

TY  - RPRT
AN  - 01321627
AU  - Federal Highway Administration
TI  - 2009 Urban Congestion Trends: How Operations Is Solving Congestion Problems
PY  - 2010
SP  - 8p
AB  - Congestion in U.S. cities has declined over the past two years.  Whatever the day of the week, whatever the time of day, mobility has improved--almost across the board.  This is partly a result of less traffic on the road.  It's worth noting, though, that while the economic downturn began in December 2007, the "traffic recession" began a month or two earlier.  And all the congestion measures were still lower at the end of 2009 than in October 2007, despite signs that the economy is beginning to recover.  In recent years, innovative strategies in traffic operations have proven to be a key factor in reducing congestion.  Cities are managing traffic smarter and more efficiently--and congestion trends bear out the fruits of that labor.  This document contains a number of success stories detailing how state and local agencies reduced the effects of congestion in their communities.  More time with families, less fuel consumption, less emissions polluting the air, and a more productive workforce--these are the dividends resulting from innovative operational investments.
KW  - Case studies
KW  - Highway operations
KW  - Highway traffic control
KW  - Innovation
KW  - Mobility
KW  - Traffic congestion
KW  - Trend (Statistics)
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10032/fhwahop10032.pdf
UR  - https://trid.trb.org/view/1082318
ER  - 

TY  - RPRT
AN  - 01321182
AU  - Mulinazzi, Thomas E
AU  - Schrock, Steven D
AU  - Rescot, Robert
AU  - Jasrotia, Romika
AU  - Hovey, K
AU  - University of Kansas, Lawrence
AU  - Mid-America Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Predicting and Mitigating Wind Induced Truck Crashes in Kansas
PY  - 2010///Final Report
SP  - 30p
AB  - Dangerous weather and high wind in particular, is a common contributing factor in truck crashes. High wind speeds have been documented as a perennial cause of truck crashes in Kansas and other Great Plains states. The possibility of reducing such crashes, combined with the installation of dynamic message signs along Interstate 70, created an opportunity for further research. To this end, crash data were obtained from the Kansas Department of Transportation's Accident Records System for all heavy vehicle crashes on I-70 that involved strong winds. The data were analyzed to determine the correlations between the vehicle and freight characteristics, crash occurrences and weather conditions. The goal of this analysis was to construct a model that could predict the likelihood of such wind-induced truck crashes. Ideally, this model could furnish officials with a framework for preempting such crashes by imposing highway usage restrictions; thereby increasing safety for both truck drivers and the traveling public. After regressing the data into a model, however, it was found that wind speed was not a statistically significant factor in predicting such crashes. This finding agrees with some of the other literature on the subject and can be attributed to drivers altering their behavior as wind speeds change.
KW  - Freight traffic
KW  - Kansas
KW  - Traffic crashes
KW  - Truck crashes
KW  - Variable message signs
KW  - Warning systems
KW  - Wind
UR  - http://matc.unl.edu/assets/documents/finalreports/Mulinazzi_MitigatingWindInducedTruckCrashes.pdf
UR  - https://trid.trb.org/view/1074214
ER  - 

TY  - RPRT
AN  - 01321178
AU  - Research and Innovative Technology Administration
AU  - Department of Transportation
TI  - National Transportation Statistics 2010
PY  - 2010
SP  - 500p
AB  - Compiled and published by the U.S. Department of Transportation's Bureau of Transportation Statistics (BTS), National Transportation Statistics presents information on the U.S. transportation system, including its physical components, safety record, economic performance, energy use, and environmental impacts. National Transportation Statistics is a companion document to the Transportation Statistics Annual Report, which analyzes some of the data presented here, and State Transportation Statistics, which presents state-level data on many of the same topics presented here.
KW  - Data collection
KW  - Economic analysis
KW  - Energy consumption
KW  - Environmental impacts
KW  - Statistical analysis
KW  - Transportation planning
KW  - Transportation safety
UR  - http://www.bts.gov/publications/national_transportation_statistics/
UR  - http://www.bts.gov/publications/national_transportation_statistics/pdf/entire.pdf
UR  - https://trid.trb.org/view/987576
ER  - 

TY  - RPRT
AN  - 01208061
AU  - Andrews, B
AU  - BROWN, S
AU  - Montfort, D
AU  - Dixon, M
AU  - National Institute for Advanced Transportation Technology
AU  - Research and Special Programs Administration
TI  - Investigation of Student and Understanding of Geometric Design. Student Understanding of Sight Distance in Geometric Design: A Beginning Line of Inquiry to Characterize Student Understanding of Transportation Engineering
PY  - 2010///Final Report
SP  - 32p
AB  - While many students demonstrate considerable aptitude in manipulating equations and variables within academic environments, research consistently shows that they lack a construct called conceptual understanding, which accounts for their difficulties in choosing appropriate equations, or understanding basic phenomena that undergird such equations. This study investigates undergraduate understanding of sight distance and stopping sight distance in introductory transportation courses. Although sight distance and stopping sight distance are fundamental concepts in transportation engineering, students demonstrated considerable difficulty in their understanding of these concepts, often relying on previous experience or preferred equations without relating them to specific phenomena of interest. This paper concludes with suggested approaches to improve student conceptual understanding for transportation engineering educators.
KW  - Civil engineering
KW  - Geometric design
KW  - Highway design
KW  - Sight distance
KW  - Stopping distances
KW  - Traffic control
KW  - Transportation engineering
UR  - https://trid.trb.org/view/968933
ER  - 

TY  - RPRT
AN  - 01208053
AU  - National Center for Statistics and Analysis
TI  - Traffic Safety Facts 2008 Data: Passenger Vehicles
PY  - 2010
SP  - 12p
AB  - In 2008 there were an estimated 10,111,000 vehicles involved in police-reported crashes, 94% (9,538,000) of which were passenger vehicles. There were 50,430 vehicles involved in fatal crashes, of which 78% (39,448) were passenger vehicles. More than 25,000 passenger vehicle occupants lost their lives in traffic crashes in 2008, and an estimated 2.35 million were injured. A passenger vehicle is a motor vehicle weighing less than 10,000 pounds and includes passenger cars, pickup trucks, vans, sport utility vehicles (SUVs), and other light trucks. Passenger vehicles make up over 90% of the fleet of registered vehicles, and account for over 90% of total vehicle miles traveled (VMT). From 1999 to 2008, passenger vehicle registrations increased 20% overall. Light trucks experienced a 38% increase in registrations, while passenger cars had an increase of only 10%. Among the light truck categories, pickup truck registrations increased 14% and van registrations increased 8%; however, SUV registrations increased by 120%. Additional statistics on passenger vehicle involvement in traffic accidents in 2008 are provided in this traffic safety fact sheet.
KW  - Automobiles
KW  - Crash injuries
KW  - Crashes
KW  - Fatalities
KW  - Light trucks
KW  - Passenger vehicles
KW  - Pickup trucks
KW  - Registrations
KW  - Sport utility vehicles
KW  - Statistics
KW  - Trend (Statistics)
KW  - United States
KW  - Vans
KW  - Vehicle miles of travel
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811368.pdf
UR  - https://trid.trb.org/view/968941
ER  - 

TY  - RPRT
AN  - 01207441
AU  - Rue, Harrison
AU  - McNally, Lisa
AU  - Rooney, Kathleen
AU  - Santalucia, Pepper
AU  - Raulerson, Mary
AU  - Lim-Yap, Jane
AU  - Mann, Joel
AU  - Burden, Dan
AU  - ICF International
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Livability in Transportation Guidebook: Planning Approaches that Promote Livability
PY  - 2010
SP  - 120p
AB  - The Guidebook's primary purpose is to illustrate how livability principles have been incorporated into transportation planning, programming, and project design, using examples from State, regional, and local sponsors. It is intended to be useful to a diverse audience of transportation agency staff, partners, decisionmakers, and the general public, and is applicable in urban, suburban, and rural areas. While several of the example projects address capacity and operational issues on major roadways, the Guidebook primarily explores how transportation planning and programs can improve community quality of life, enhance environmental performance, increase transportation and housing choice while lowering costs, and support economic vitality. Many of the case studies resolve capacity and operational issues through a multimodal network and systems approach, reflecting better integration of land use with transportation. The Guidebook includes the executive summary, introduction, six “planning approach” chapters, and a conclusion. A separate appendix provides details about each of the case studies. Chapter 1 introduces the reader to the 15 primary case studies, organized by project types, to help readers quickly identify cases that are most applicable to their interests. Chapters 2 to 7 discuss common challenges experienced in transportation planning and implementation, and approaches used to overcome barriers. Each chapter represents a phase of the transportation planning and project development process. The conclusion provides ideas and practical strategies for next steps in implementing livability in transportation planning and projects.
KW  - Case studies
KW  - Economic factors
KW  - Environmental design
KW  - Handbooks
KW  - Land use planning
KW  - Project development
KW  - Quality of life
KW  - Rural areas
KW  - Suburbs
KW  - Sustainable development
KW  - Transportation planning
KW  - Transportation projects
KW  - Urban areas
UR  - http://environment.transportation.org/pdf/sustainability/fhwalivability-in-transportation-guidebook.pdf
UR  - http://www.fhwa.dot.gov/livability/case_studies/guidebook/appendix/
UR  - https://trid.trb.org/view/968178
ER  - 

TY  - RPRT
AN  - 01207195
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Program: Accomplishments and Benefits, 1989-2009
PY  - 2010
SP  - 28p
AB  - The Long-Term Pavement Performance (LTPP) program started in 1987, as part of the Strategic Highway Research Program (SHRP), a 5-year applied research program funded by the 50 States and managed by the Transportation Research Board (TRB).  The LTPP program has generated a wide range of benefits across the pavement engineering and performance spectrum.  Hundreds of applications have been identified that make use of LTPP data, and the utility of LTPP data is increasing.  A detailed listing of each report, procedure, and product utilizing LTPP information has been compiled on the Federal Highway Administration (FHWA) LTPP Web site at http://www.fhwa.dot.gov/pavement/ltpp.  A summary of available tools and resources for highway agency pavement engineers is included at the end of this report.  LTPP benefits and products fit broadly within three categories, which form the structure of this report:  the LTPP database--largest and most comprehensive in the world; advances in pavement performance measurement; and contributions to pavement design and management.  Examples in each category are highlighted in this report to show how LTPP-related findings continue to benefit the pavement community and the driving public.
KW  - Benefits
KW  - Databases
KW  - Long-Term Pavement Performance Program
KW  - Pavement design
KW  - Pavement management systems
KW  - Pavement performance
KW  - Performance measurement
KW  - Strategic Highway Research Program
UR  - https://trid.trb.org/view/968114
ER  - 

TY  - RPRT
AN  - 01207191
AU  - Federal Highway Administration
TI  - Long-Term Pavement Performance Program: Accomplishments and Benefits, 1989-2009. Summary
PY  - 2010
SP  - 4p
AB  - The Long-Term Pavement Performance (LTPP) program began in 1987 as part of the Strategic Highway Research Program (SHRP).  Its primary purpose was to establish a national long-term pavement database to support pavement research and improved pavement performance.  Since 1989, the LTPP program has monitored nearly 2,500 pavement test sections throughout the United States and Canada.  Approximately 950 test sections are still being monitored today.  By collecting and analyzing data from these pavement test sections over time, researchers are gaining insight on how and why pavements perform as they do--learning how to build better, longer lasting, more cost-effective pavements.  LTPP has produced a wide array of accomplishments and benefits and has created a variety of innovative products for highway agencies and researchers to utilize.  This summary report discusses what has been learned to date, innovations and new products that have been generated, LTPP's critical role in pavement design, and the future of the LTPP program.
KW  - Benefits
KW  - Databases
KW  - Future
KW  - Innovation
KW  - Long-Term Pavement Performance Program
KW  - New products
KW  - Pavement design
KW  - Pavement performance
KW  - Performance measurement
KW  - Strategic Highway Research Program
UR  - https://trid.trb.org/view/968115
ER  - 

TY  - RPRT
AN  - 01206866
AU  - Federal Highway Administration
TI  - Beyond the Short Term: Transportation Asset Management for Long-Term Sustainability, Accountability and Performance
PY  - 2010
SP  - 114p
AB  - This report addresses three major areas of asset management. First, it examines asset management as a framework for demonstrating accountability - both in the short-term management of current transportation programs but also for the long-term sustainability of a state highway network. Second, this report examines successful organizational structures and leadership strategies for instilling asset management into transportation agencies. Third, this report examines case studies of successful asset management programs across the United States and internationally.
KW  - Accountability
KW  - Asset management
KW  - Case studies
KW  - Leadership
KW  - Organizational effectiveness
KW  - State departments of transportation
KW  - Strategic planning
KW  - Sustainability
UR  - http://www.fhwa.dot.gov/asset/10009/index.cfm
UR  - http://www.fhwa.dot.gov/asset/10009/tam_topr806.pdf
UR  - https://trid.trb.org/view/968069
ER  - 

TY  - RPRT
AN  - 01173857
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - American Public Transportation Association
AU  - Research and Innovative Technology Administration
TI  - Survey of State Funding for Public Transportation 2010
SN  - 9781560514886
PY  - 2010///28th Compilation
SP  - 216p
AB  - The American Association of State Highway and Transportation Officials (AASHTO), in coordination with the U.S. Department of Transportation (US DOT), Bureau of Transportation Statistics (BTS), conducts an annual public transportation funding survey of the 50 state transportation departments and the District of Columbia.  This report provides a summary of state transit funding in 2008, for the 50 states and the District of Columbia.  Information includes funding sources, amounts, program eligible uses and allocation, and per capita state transit funding.  The report also includes an overview of the results of transit-related state and local ballot initiatives held in 2008.
KW  - Financing
KW  - Public transit
KW  - State aid
KW  - States
KW  - Surveys
UR  - http://ntl.bts.gov/lib/34000/34800/34820/Final_2010__FY_2008_data__ssfp.pdf
UR  - https://trid.trb.org/view/933497
ER  - 

TY  - RPRT
AN  - 01173838
AU  - Federal Highway Administration
TI  - Our Nation's Highways 2010
PY  - 2010
SP  - 52p
AB  - With over 4 million miles of public roads, including more than 163,000 miles of the National Highway System roadways, our nation is connected coasts to coasts and communities to communities. This report includes updates on this complex roadway system and the latest changes due to the American Recovery and Reinvestment Act of 2009.  Topics covered in the report include highway infrastructure, highway travel, vehicles, drivers, motor fuel, funding and expenditures, road condition, highway safety, and pavement performance.
KW  - Drivers
KW  - Expenditures
KW  - Financing
KW  - Highway safety
KW  - Highway travel
KW  - Highways
KW  - Motor fuels
KW  - Pavement performance
KW  - Road condition
KW  - United States
KW  - Vehicles
UR  - http://ntl.bts.gov/lib/33000/33400/33452/FHWA-PL-10-023.pdf
UR  - https://trid.trb.org/view/934310
ER  - 

TY  - RPRT
AN  - 01173818
AU  - Federal Highway Administration
TI  - Factors Contributing to Pedestrian and Bicycle Crashes on Rural Highways
PY  - 2010///Summary Report
SP  - 6p
AB  - Approximately 25 percent of nationwide pedestrian and bicycle fatal and injury accidents occur on rural highways. In contrast to urban highways, rural highways have certain characteristics that can be more hazardous to pedestrians and bicyclists, such as higher average vehicle speeds and a lack of sidewalk provisions. Limited research has been conducted on rural highways, where crash types have been defined with more detailed coding than exists on standard police forms and where crash data could be linked with roadway characteristics and traffic counts. The goals of this study were to examine the differences between pedestrian and bicycle crashes in urban and rural settings in North Carolina and to identify problem areas (specific crash types and crash locations) on rural highways that are of high priority for safety treatment and treatment development.
KW  - Bicycle crashes
KW  - Bicycle safety
KW  - Crash characteristics
KW  - Crash locations
KW  - Crash types
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Rural highways
KW  - Urban highways
UR  - http://www.fhwa.dot.gov/publications/research/safety/10052/10052.pdf
UR  - https://trid.trb.org/view/934282
ER  - 

TY  - SER
AN  - 01173798
JO  - Exploratory Advanced Research Program
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Nanoscale Approaches for Highway Research
PY  - 2010
SP  - 8p
AB  - FHWA’s Exploratory Advanced Research (EAR) Program has been investigating nanoscale research conducted in relation to highways, and this process led to a March 2009 workshop involving almost two dozen experts from academia and other Federal programs. These experts met to share their understanding of nanoscale research and to learn about key highway research issues in infrastructure, safety, operations, and environment. Nanoscale science, or nanotechnology, is the understanding and control of matter at dimensions between approximately 1 and 100 nanometers. One nanometer is 100,000 times smaller than the width of a human hair. As part of FHWA’s ongoing strategy, the workshop was a critical step in scoping areas of opportunity for investment and assessing funding levels for nanoscale research that support highway research needs. The workshop provided the opportunity to: (1) Inform the highway research community about nanoscale studies relevant to highway research; (2) Inform nanoscale researchers about highway research needs; and  (3) Identify potential opportunities for investing EAR Program funds within the nanoscale focus areas. Nanoscale applications in highway research include concrete pores, safety and system operations, and pavements.
KW  - Concrete
KW  - Highway operations
KW  - Highway safety
KW  - Nanostructured materials
KW  - Pavements
KW  - Pore water
KW  - Research
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10033/10033.pdf
UR  - https://trid.trb.org/view/933385
ER  - 

TY  - RPRT
AN  - 01173204
AU  - McKnight, J
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Development of a Traffic Counter Bench Tester with 8-Lane Testing Capability, Executive Summary Report
PY  - 2010
SP  - 2p
AB  - The Ohio Department of Transportation (ODOT) utilizes Automated Traffic Recorder (ATR) devices to collect highway traffic vehicle count and class data. The data is used to support funding proposals and highway maintenance decisions. The Federal Highway Administration (FHWA) requires each state to test their highway traffic data collection equipment (Ref: 23 CFR Parts 500.203 & 500.204). Further, the regulation states that only equipment passing the test procedures may be used for the collection of data for projects funded by FHWA. The objective of this research project is to design a bench top tester for testing ATRs that are equipped to count/classify 8 lanes of traffic with a loop-piezo-loop sensor arrangement. The new tester will be designated as model ATRT-1716 and will be similar in operation to the ATRT-1700 model which ODOT has used successfully for many years.
KW  - Automatic data collection systems
KW  - Bench testing
KW  - Data collection
KW  - Highway traffic
KW  - Ohio
KW  - Sensors
KW  - Traffic counting
KW  - Traffic data
KW  - Traffic lanes
UR  - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Reports/2010/Traffic/134432_ES.pdf
UR  - https://trid.trb.org/view/927796
ER  - 

TY  - CONF
AN  - 01165370
AU  - Ferhadi, Razaq
AU  - Badie, Sameh S
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Examining Various Options to Extend Span Range of Precast Prestressed Concrete Bridge Girders
PY  - 2010
SP  - 25p
AB  - Prestressed concrete I-girders have been used in bridges for over 50 years and are used for spans exceeding 200 ft (60 m). During the past two decades, engineering and material technologies have advanced significantly and many tools were developed to extend the span length and/or girder spacing of prestressed concrete I-girders. These tools include: 1.  Lightweight Concrete (with f'c up to 12 ksi (85 MPa));  2.  High Performance Concrete (with f'c up to 15 ksi (105 MPa));  3.  Large Diameter Strands (0.6- and 0.7-inch (15.2- and 17.8-mm))   Diameter) and High Strength Strands (Grade 300 ksi (2100 MPa));  4.  Bridges made Continuous for Slab Weight and Superimposed loads. This paper presents a parametric study that addresses some of these tools. The study investigates the impact of using these tools individually and simultaneously on the maximum span range and the corresponding cost of the superstructure. Results of study will help design engineers to decide which tool or tools should be considered based on the project criteria.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Bridges
KW  - Girders
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Precast concrete
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925933
ER  - 

TY  - CONF
AN  - 01165369
AU  - Elsafty, Adel
AU  - Brennan, Adam
AU  - Johnson, Angela
AU  - Burch, Brandon
AU  - Rivera, Michael
AU  - Price, Christopher
AU  - Denev, Kaloyan
AU  - Graeff, Matthew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Repair of Damaged Concrete Beams due to Collision using Carbon Fiber Reinforced Polymers (CFRP)
PY  - 2010
SP  - 9p
AB  - Repair using Carbon Fiber Reinforced Polymers (CFRP) prepreg fabric/sheets for damaged reinforced concrete has been investigated in this study. To simulate vehicle impact, damage was induced to ten reinforced concrete (RC) beams of (5” x 10” x 8 ft). The induced damage for the RC beams included cutting some of the main steel reinforcement and removing a concrete portion at one side of the beam cross section at mid span that resulted in cracking its entire section. The RC beams were repaired with cementitious repair mortar and crack injection then strengthened with CFRP and tested using a hydraulic actuator of 100-Kips capacity at mid span. Test results proved that the CFRP repair method is effective in enhancing the flexural capacity of damaged beams. This study investigates various parameters affecting CFRP utilization. The results of the experimental work indicated a significant gain in the beams’ capacities. The research in this study adds to the data base of CFRP application in repair of bridge girders and helps clarify some of the uncertainties in performance of strengthened beams. The study also highlights the importance of some concrete repair and CFRP strengthening aspects when retrofitting collision damaged RC beams.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Carbon fibers
KW  - Crashes
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Reinforced concrete
KW  - Repairing
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925924
ER  - 

TY  - CONF
AN  - 01165368
AU  - Vanderzee, Peter J
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sensor Technology for Assessing Bridge Performance
PY  - 2010
SP  - 11p
AB  - In recent years, we have learned that visual inspection to determine bridge condition is not necessarily the most effective method to determine if rehabilitation or replacement actions are warranted. Visual inspection of U.S. bridges has been conducted for over thirty-five (35) years under a program called the National Bridge Inspection Standards (NBIS). Nearly ten (10) years ago, the U.S. Federal Highway Administration (FHWA) published results of a study that concluded visual inspection was subjective, highly variable and not sufficiently reliable to optimize bridge capital expenditure programs. This conclusion came as no surprise to practitioners who accept that visual inspection was intended to be overly conservative to assure public safety. However, visual inspection alone has resulted in an overstatement of long-term funding need for bridge rehabilitation and replacement programs. Given the certainty of insufficient future funding availability (both local and Federal), bridge owners must implement better management paradigms to safely extend the life span of bridges they own. At the owner level, the objective should be to lower life cycle costs by deferring or re-programming (rehab vs. replace) capital expenditure projects. Fortunately, bridge owners now have a variety of advanced condition assessment technologies that can be deployed to gain a much more objective, precise evaluation of actual condition. Given more timely, precise condition information; owners can make more informed, optimal decisions regarding capital expenditures for their bridges, while assuring essential safety margins are maintained. Importantly, the author is not suggesting that visual inspections should be abandoned. Rather, this paper provides guidelines for when visual inspections should be augmented with advanced condition assessment technologies. This paper also provides experience-based suggestions for scoping project details, such as sensor types and data capture frequency. The business of advanced condition assessment is not research any more – it‟s about the highest and best use of taxpayer‟s limited funds. Finally, the author stresses that deployment of advanced condition assessment technologies should provide the owner a return on investment for additional costs incurred. A focus on achieving a return on investment will negate using technology that is more suited for research as owners seek solutions to reduce long-term funding demand for bridge rehabilitation and replacement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Condition surveys
KW  - Inspection
KW  - Maintenance
KW  - Performance
KW  - Sensors
KW  - Technology
UR  - https://trid.trb.org/view/926013
ER  - 

TY  - CONF
AN  - 01165367
AU  - Lindsey, Rukhsana Khan
AU  - Hsiao, Daniel
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - UDOT's Experience with Monitoring Bridges During Moving
PY  - 2010
SP  - 9p
AB  - In order to standardize the process of moving bridges with self-propelled modular transporters (SPMTs), UDOT decided to monitor bridge moves during their 2008 construction season. The experience, lessons learned, and data from the bridge monitoring will be compiled in a manual for use in future projects. The analysis concluded that the designs were adequate and the bridges were not overly stressed during the moves.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Lessons learned
KW  - Monitoring
KW  - Movable bridges
KW  - Moving
KW  - Self-propelled modular transporters
KW  - Utah
KW  - Utah Department of Transportation
UR  - https://trid.trb.org/view/926001
ER  - 

TY  - SER
AN  - 01165366
JO  - HSIS Summary Report
PB  - Federal Highway Administration
AU  - Federal Highway Administration
TI  - Evaluation of Lane Reduction "Road Diet" Measures on Crashes
PY  - 2010
SP  - 4p
AB  - This Highway Safety Information System (HSIS) summary replaces an earlier one, Evaluation of Lane Reduction "Road Diet" Measures and Their Effects on Crashes and Injuries (FHWA-HRT-04-082), describing an evaluation of "road diet" treatments in Washington and California cities. This summary reexamines those data using more advanced study techniques and adds an analysis of road diet sites in smaller urban communities in Iowa. A road diet involves narrowing or eliminating travel lanes on a roadway to make more room for pedestrians and bicyclists. While there can be more than four travel lanes before treatment, road diets are often conversions of four-lane, undivided roads into three lanes—two through lanes plus a center turn lane. The fourth lane may be converted to a bicycle lane, sidewalk, and/or on-street parking. In other words, the existing cross section is reallocated. This was the case with the two sets of treatments in the current study. Both involved conversions of four lanes to three at almost all sites. While potential crash-related benefits are cited by road diet advocates, there has been limited research concerning such benefits. Two prior studies were conducted using data from different urbanized areas. The first, conducted by HSIS researchers, used data from treatment sites in eight cities in California and Washington.  The second study analyzed data from treatment sites in relatively small towns in Iowa.  While the nature of the treatment was the same in both studies (four lanes reduced to three), the settings, analysis methodologies, and results of the studies differed. Using a comparison of treated and matched comparison sites before and after treatment and the development of negative binomial regression models, the earlier HSIS study found a 6 percent reduction in crash frequency per mile and no significant change in crash rates at the California and Washington sites. Using a long-term (23-year) crash history for treated and reference sites and the development of a hierarchical Poisson model in a Bayesian approach, the later Iowa study found a 25.2 percent reduction in crash frequency per mile and an 18.8 percent reduction in crash rate. Because of these differences, researchers from the National Cooperative Highway Research Program (NCHRP) 17-25 project team obtained and reanalyzed both data sets using a common methodology.  This summary documents the results of that reanalysis.
KW  - Before and after studies
KW  - California
KW  - Countermeasures
KW  - Crash rates
KW  - Highway design
KW  - Highway factors in crashes
KW  - Highway safety
KW  - Iowa
KW  - Lane reduction
KW  - Road diets
KW  - Traffic crashes
KW  - Washington (State)
UR  - http://www.fhwa.dot.gov/publications/research/safety/10053/index.cfm
UR  - http://www.hsisinfo.org/pdf/10-053.pdf
UR  - https://trid.trb.org/view/925027
ER  - 

TY  - CONF
AN  - 01165365
AU  - Kaszynska, Maria
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Lightweight Self-Consolidating Concrete for Bridge Applications
PY  - 2010
SP  - 11p
AB  - Lightweight self consolidating concrete (LWA/SCC) combining the advantages of lightweight concretes LWA with properties of SCC can find numerous applications in bridge engineering. The objective of this paper is to present the results of analysis of hydration heat, workability properties and mechanical properties (compressive strength and modulus of elasticity) of lightweight self-consolidating concrete, hardening under adiabatic conditions (to simulate the true conditions of concrete hardening inside of a massive structure) and isothermal conditions. Various mixtures were considered by replacing a part of fine and coarse aggregate with lightweight Pollytag and Liapor aggregates. The tests were performed using custom-made equipment allowing for curing condition control.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridges
KW  - Compressive strength
KW  - Concrete curing
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Proportioning
KW  - Self compacting concrete
KW  - Workability
UR  - https://trid.trb.org/view/926011
ER  - 

TY  - CONF
AN  - 01165364
AU  - Hedegaard, Brock D
AU  - French, Catherine E W
AU  - Shield, Carol K
AU  - Stolarski, Henryk K
AU  - Jilk, Ben
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Instrumentation and Monitoring of I35W St. Anthony Falls Bridge
PY  - 2010
SP  - 20p
AB  - The St. Anthony Falls Bridge was constructed to replace the steel truss bridge that collapsed on August 1, 2007. The replacement bridge featured a “smart bridge” system. This system included instrumentation for monitoring the structural behavior of the bridge. The University of Minnesota is responsible for the collection and interpretation of the data gathered by the system. To aid in the analysis of the bridge, finite element models were created. Prior to opening the bridge to traffic, truck load tests were conducted to provide data for calibrating the model. The models will be used to gain a better understanding of the behavior of concrete box girder bridges in Minnesota, and for establishing a long-term monitoring plan for the instrumented bridge. This paper describes the instrumentation in the St. Anthony Falls Bridge, the construction and calibration of the finite element models, the behavior of the bridge with respect to the truck load tests and thermal effects, the material tests performed, and the plan for long-term monitoring.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Box girder bridges
KW  - Bridge management systems
KW  - Concrete bridges
KW  - Field studies
KW  - I35W St. Anthony Falls Bridge (Minneapolis, Minnesota)
KW  - Instrumentation
KW  - Monitoring
KW  - Structural behavior
UR  - https://trid.trb.org/view/925748
ER  - 

TY  - CONF
AN  - 01165361
AU  - French, Catherine E
AU  - Shield, Carol K
AU  - Smith, Matthew
AU  - Eriksson, Whitney
AU  - Klaseus, Dave
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Field and Laboratory Study of Precast Composite Slab Span System (PCSSS)
PY  - 2010
SP  - 20p
AB  - This paper describes a field and laboratory investigation of a Precast Composite Slab Span System (PCSSS) implemented for short to moderate span bridges (20-50ft. range). Advantages of the system include accelerated construction, improved quality control, and reduced impact on the environment compared to cast-in-place (CIP) slab span systems. In addition, the PCSSS is a viable alternative used by maintenance crews in retrofitting existing bridges. The field study was conducted on one of the early Minnesota Department of Transportation (Mn/DOT) implementations over a period of 24 months to investigate the performance of the system relative to design assumptions and the susceptibility of the system to developing reflective cracking. As part of the NCHRP 10-71 Cast-in-Place Connections project, the University of Minnesota is developing design recommendations for these systems. Numerical studies and experiments on large-scale bridge specimens were conducted in the laboratory environment to investigate the effects of a number of parameters including variations in flange thickness, bursting reinforcement, horizontal shear reinforcement, flange surface treatment, and crack control reinforcement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Composite construction
KW  - Concrete bridges
KW  - Field studies
KW  - Laboratory studies
KW  - Performance
KW  - Precast concrete
KW  - Slabs
UR  - https://trid.trb.org/view/925752
ER  - 

TY  - CONF
AN  - 01165360
AU  - Darwin, David
AU  - O'Reilly, Matthew E
AU  - Browning, JoAnn
AU  - Guo, Guohui
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Multiple Corrosion Protection Systems for Reinforced Concrete Bridge Components: Laboratory and Field Tests
PY  - 2010
SP  - 20p
AB  - Fusion bonded thermoset epoxy-coated reinforcement is evaluated in conjunction with inorganic and organic corrosion inhibitors, bars initially coated with zinc prior to epoxy application, chemical pretreatments and epoxy formulations that increase the adhesion of the epoxy coating, and concretes with reduced water-cement ratios. The performance of corrosion protection systems is compared based on metal loss and disbondment between the epoxy-coating and the underlying steel using Southern Exposure and cracked beam tests in the laboratory and larger-scale slab specimens in the field. Findings after six years of this seven-year study indicate that conventional epoxy-coatings provide significant corrosion protection for reinforcing steel. The main potential weakness of this system is the loss of adhesion between the epoxy coating and the reinforcing steel, which is observed to be significantly greater for bars in cracked concrete than for bars in uncracked concrete. Bars initially coated with zinc prior to epoxy application exhibit lower disbondment than conventional epoxy-coated reinforcement. Concretes with reduced water-cement ratios provide better performance in uncracked concrete but only limited additional corrosion protection in cracked concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Anticorrosion coatings
KW  - Corrosion
KW  - Corrosion protection
KW  - Corrosion tests
KW  - Epoxy coatings
KW  - Field tests
KW  - Laboratory tests
KW  - Reinforcing steel
KW  - Zinc coatings
UR  - https://trid.trb.org/view/925869
ER  - 

TY  - CONF
AN  - 01165358
AU  - Greene, Gary G
AU  - Graybeal, Benjamin
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - FHWA Research Program on Lightweight High-Performance Concrete - Development Length of Prestressing Strand
PY  - 2010
SP  - 8p
AB  - Using lightweight concrete in bridge decks and girders can reduce the dead load carried by the superstructure and substructure, thus allowing for longer spans and/or smaller members. As part of a larger study focusing on the structural performance of lightweight high-performance concrete (LWHPC), researchers at the U.S. Federal Highway Administration fabricated 12 precast/prestressed LWHPC bridge girders. This paper describes the preliminary results of the first 20 out of 24 total girder tests used to evaluate the development length of prestressing strand in LWHPC. These tests are significant because of the paucity of development length test data for this type of concrete. Three different concrete mix designs were used in the girders. The mix designs included partial replacement of the coarse aggregate with lightweight aggregate, resulting in concrete equilibrium densities in the range between conventional lightweight and normal weight concrete. Variables investigated included strand size, number of strands, amounts of shear reinforcement, lightweight aggregate type, and concrete strength. The 28-day cylinder compressive strengths of the concretes in the girders ranged from 7.4 to 10.5 ksi. The preliminary test results have been compared to U.S. bridge code design equations. The end result of the study will be the development of recommend changes to the AASHTO LRFD Bridge Design Specifications relevant to LWHPC.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Development length
KW  - High performance concrete
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Mix design
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925923
ER  - 

TY  - CONF
AN  - 01165356
AU  - Ozyildirim, Celik
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Lightweight High Performance Concrete in Two Bridges on Route 33 in Virginia
PY  - 2010
SP  - 16p
AB  - Lightweight high performance concrete (LWHPC) is expected to provide high strength and high durability along with reduced weight. This paper reports on the evaluation of LWHPC bulb-T beams, fabricated using different mix designs and curing procedures (steam-cured versus moist-cured), and LWHPC decks for two bridge projects recently completed in Virginia. Poor soil conditions at the project bridge sites and long span lengths made the use of reduced-weight materials desirable. The beams had a minimum 28-day compressive strength of 8,000 psi, a maximum permeability of 1,500 coulombs, and a maximum fresh concrete density of 123 lb/yd3. The decks had a minimum compressive strength of 5,000 psi, a maximum permeability of 2,500 coulombs, and a maximum fresh concrete density of 120 lb/yd3. The bridges are on Route 33 near the confluence of the Mattaponi and Pamunkey Rivers into the York River at West Point, Virginia. The Mattaponi Bridge is 3,545 ft long with 2,195 ft of LWHPC beams and deck. The Pamunkey Bridge is 5,354 ft long with 2,169 ft of LWHPC beams and deck. The results indicate that LWHPC with satisfactory strength and permeability can be achieved for beams and decks. The bridges are completed, opened to traffic, and are performing satisfactorily.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Compressive strength
KW  - Concrete bridges
KW  - Density
KW  - Durability
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Virginia
UR  - https://trid.trb.org/view/925904
ER  - 

TY  - CONF
AN  - 01165355
AU  - Showers, Joseph
AU  - Anderson, Jeralee
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - A Primer for Sustainable Bridges
PY  - 2010
SP  - 13p
AB  - Bridges are critical elements of our national transportation system, which sustains our society’s standard of living. All of these structures have a finite life span, and a major resource investment to construct, operate and maintain their operation. Decisions made by contemporary designers have implications that extend far into the future. In recognition of this, designers have a responsibility to efficiently use resources and limit waste. This paper provides an overview of fundamental sustainability principals, as well as how they can be applied to our bridge infrastructure. Components of natural capital are examined in terms of contemporary challenges to our national bridge infrastructure. Selected best practices are also discussed. An objective standard to evaluate bridge sustainability and the suitability of the “Greenroads” program for that purpose is also discussed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Best practices
KW  - Bridges
KW  - Life cycle costing
KW  - Service life
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/925903
ER  - 

TY  - CONF
AN  - 01165349
AU  - Castro, Javier
AU  - De la Varga, Igor
AU  - Golias, Mike
AU  - Weiss, Jason
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Extending Internal Curing Concepts (Using Fine LWA) to Mixtures Containing High Volumes of Fly Ash
PY  - 2010
SP  - 16p
AB  - Internal curing has been used to counteract the negative effects of selfdesiccation in low water to cement ratio mixtures. This paper examines the potential to extend internal curing to a wider range of concrete mixtures. Specifically, this work examines the use of internal curing to improve the performance of mixtures containing a high volume of fly ash replacement. Calorimetry and chemical shrinkage measurements are presented to quantify the hydration reaction through heat and volume change. Internal relative humidity and desorption measurements are presented to characterize the pore structure of the systems. The intention of this work is to provide the reader with a background on important concepts that one needs to consider to begin the process of extending internal curing concepts to mixtures containing fly ash (possibly in higher volumes).
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Concrete curing
KW  - Desorption
KW  - Fly ash
KW  - Internal curing
KW  - Lightweight aggregates
KW  - Shrinkage
UR  - https://trid.trb.org/view/925952
ER  - 

TY  - CONF
AN  - 01165348
AU  - Swartz, Brian D
AU  - Schokker, Andrea J
AU  - Scanlon, Andrew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Evaluation of the LRFD Bridge Design Specifications Method for Estimating Prestress Losses
PY  - 2010
SP  - 19p
AB  - As part of the 2005 Interim Revisions, the AASHTO LRFD Bridge Design Specifications adopted the recommendations of NCHRP Report 496 as a method to estimate prestress losses and extend applicability of the provisions to high-strength concrete. Practitioners have expressed concerns about the complex nature of the equations and the seemingly less conservative results when compared with other prestress loss estimating methods. This paper details the development of recommendations for a prestress loss method that incorporates the creep and shrinkage model for high-strength concrete recommended by NCHRP Report 496, while remaining within the framework of previous prestress loss estimating methods published in the AASHTO Specifications. A rigorous time-step model was developed to proof test the proposed equations and Monte Carlo simulation was employed to examine the inherent variability when estimating prestress losses.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Creep
KW  - Evaluation
KW  - Load and resistance factor design
KW  - Prestress losses
KW  - Prestressed concrete
KW  - Shrinkage
KW  - Specifications
UR  - https://trid.trb.org/view/925776
ER  - 

TY  - CONF
AN  - 01165347
AU  - Perry, Vic H
AU  - Royce, Mathew
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Field-Cast UHPC Joints for Precast Bridge Decks (Full-Depth Precast Deck Panels), Oneonta, NY - Design, Prototype Testing and Construction
PY  - 2010
SP  - 17p
AB  - Bridge owners are frequently faced with the need to replace critical bridge components during strictly limited or overnight road closure periods. This paper presents the development, testing and installation of precast, high performance concrete bridge elements with field cast ultra-high performance concrete (UHPC) Joint Fill, specifically for projects in New York State, to replace deteriorated bridge decks. The fundamentals of the technology, material properties, design details, manufacturing, prototyping, load testing (pull-out, fatigue, strength, leakage, ponding…), erection and a completed project overview are included. By utilizing the UHPC material’s unique combination of superior properties in conjunction with precast bridge deck panels, the bridge deck performance is advanced and improved. Benefits include: reduced joint size and complexity, improved durability, improved continuity, speed of construction, elimination of post-tensioning and extended usage life. This new innovative joint design eliminates the historical problems associated with the joints in precast bridge decks. This new joint is now the “strongest link” in the precast bridge deck system.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Bridge members
KW  - Construction and maintenance
KW  - Design
KW  - High performance concrete
KW  - Joint fillers
KW  - Joints (Engineering)
KW  - New York (State)
KW  - Precast concrete
KW  - Replacement (Bridges)
KW  - Testing
UR  - https://trid.trb.org/view/925766
ER  - 

TY  - CONF
AN  - 01165346
AU  - Kosmicki, Thad
AU  - Zuo, Joanne
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Design Solutions for a Highly Skewed Bridge: The Paseo Boulevard Bridge
PY  - 2010
SP  - 13p
AB  - Bridge owners set limits for allowable bent skew angles because highly skewed bridges introduce design and detailing complexities and are perceived to increase the bridge cost. With the unique site condition and cost effective solutions, a 160 ft single-span jointless structure with two highly skewed, unparallel end bents was proposed for the Paseo Boulevard Bridge. This paper focuses on the innovative design approaches employed and special details utilized to provide cost savings to the contractor and reduce the owner’s future maintenance expenses and bridge life cycle cost for the Paseo Boulevard Bridge. The highlights include a discussion of the analysis and design of the nearly 70 degree skewed integral end bent, the efficiencies of utilizing prestressed NU girders in lieu of standard AASHTO type prestressed girders, and the benefits of eliminating the expansion joints in the bridge deck.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bents
KW  - Bridge design
KW  - Girders
KW  - Prestressed concrete
KW  - Skew bridges
UR  - https://trid.trb.org/view/925781
ER  - 

TY  - CONF
AN  - 01165345
AU  - Gase, Philip M
AU  - Kaczinski, Mark R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The History and Benefits of Prefabricated Grid Reinforced Concrete Decks
PY  - 2010
SP  - 8p
AB  - Accelerated Bridge Construction (ABC) techniques are employed predominately to reduce on-site construction time, minimize traffic impacts, and improve work zone safety. Grid reinforced concrete bridge decks have been an economic, lightweight, rapid deck replacement option long before ABC became the vogue acronym defining the desired construction practice for the 21st century. The prefabricated modular nature of grid reinforced concrete deck naturally lends to reduced construction periods and offers the advantage of shortened work windows – night time or weekend – when traffic volumes are lower and the traveling public is less encumbered. In addition, the reduced weight translates into direct savings in the superstructure and substructure for new construction and can minimize superstructure rehabilitation and increase live load capacity of existing structures. A few recent projects accentuate the role of grid reinforced concrete decks as the solution to lightweight, rapid deck replacements.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge decks
KW  - Lightweight materials
KW  - Prefabricated bridges
KW  - Reinforced concrete
KW  - Steel grids
UR  - https://trid.trb.org/view/925941
ER  - 

TY  - CONF
AN  - 01165344
AU  - Johnson, Bruce
AU  - Jau, Wen-Chen
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Investigation of Self Curing Concrete in Oregon
PY  - 2010
SP  - 10p
AB  - Like many state Departments of Transportation (DOTs), Oregon has had recurring instances of transverse deck cracking in girder bridges. Oregon Department of Transportation (ODOT) has conducted previous research on the cause and found there are several contributing causes. ODOT has monitored construction practices to try and isolate the cause, but has found that it is difficult to limit the cause to any single factor. Based on the previous work we have done, ODOT has improved the standard construction specifications for curing over the years to reduce drying shrinkage as a cause. The latest improvements to the curing regime include continuous fogging during deck placement, mandating curing blankets be applied within 20 minutes of completing the finishing operations, and using lighter polypropylene curing blanket material to reduce contractors concerns about damage to the freshly finished surface. ODOT has also reduced the strength requirement for deck concrete to encourage the use of less cement in the mix. ODOT is still finding that occasional significant deck cracking is occurring. To try and address the curing issue further, ODOT is conducting research in the use of self-curing (or internal curing) deck concrete. Deck cracking has been a recurring issue for many bridge decks. There are a number of causes, one of which is inadequate curing in field conditions. ODOT is committed to determining if concrete mixtures using some form of internal curing will help reduce the tendency of high performance deck concrete to crack. Two methods are being investigated. We believe no matter how much cracking reduction is achieved, there may be other beneficial effects using internal or self-curing concrete mixtures. Internal curing using SCA or LWFA will produce more dense mixture and potentially improve durability due to less absorption of chlorides and carbon dioxide. If cracking is reduced, additional research will be needed to verify additional advantages to use these mixes. Final results of the work on the SCA admixture will be available by the end of 2010 and final results of the work on lightweight fine aggregates will be available by the end of 2011.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridge construction
KW  - Bridge decks
KW  - Concrete curing
KW  - Girder bridges
KW  - Oregon
KW  - Self curing concrete
KW  - Transverse cracking
UR  - https://trid.trb.org/view/926017
ER  - 

TY  - CONF
AN  - 01165343
AU  - Ghasemi, Hamid
AU  - Hooks, John M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The Long Term Bridge Performance Program
PY  - 2010
SP  - 19p
AB  - A safe and sustainable transportation infrastructure is of paramount importance to local and national economies, to national security, to the environment, and to everyday life in the United States. Bridges are essential nodes in the transportation system and with a few exceptions they provide safe, incident free service. However, bridge performance varies widely and the reasons for that variation are not well understood. A better understanding of how bridges perform would provide considerable opportunity for improving the performance of bridges of all type and sizes. The Long Term Bridge Performance Program (LTBPP) is a 20-year Federal Highway Administration research program with the overarching objective of significantly improving the performance of key bridge components to enhance service while lowering long term costs. The desired outcomes of the LTBPP include advances in deterioration and predictive models, development of improved design methods, development of improved maintenance practices and improved inspection of conditions through NDE technologies. This paper will provide the current roadmap and projected timeline for the LTBPP, define the high priority aspects of bridge performance that have been identified for possible study, and discuss the critical data to be collected on bridge performance. The pilot study phase of the LTBPP will be described with emphasis on non-destructive evaluation of decks.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Bridge design
KW  - Bridges
KW  - Deterioration
KW  - Inspection
KW  - Long-Term Bridge Performance Program
KW  - Maintenance
KW  - Nondestructive tests
KW  - Performance
UR  - https://trid.trb.org/view/925900
ER  - 

TY  - CONF
AN  - 01165339
AU  - Graybeal, Benjamin A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Behavior of Ultra-High Performance Concrete Connections between Precast Bridge Deck Elements
PY  - 2010
SP  - 13p
AB  - The Federal Highway Administration’s ongoing research program into the use of Ultra-High Performance Concrete (UHPC) in highway bridges has recently begun focusing on deck-level connections between modular precast components. In conjunction with the New York State DOT, researchers at the Turner-Fairbank Highway Research Center are investigating whether the exceptional durability, high strengths, and superior bonding characteristics of UHPC led themselves to the development of a new generation of connection details applicable to modular bridge components. A physical testing program has been initiated in which subassemblages of full-scale precast bridge deck panels are connected via UHPC closure pours then cycled under repeated truck wheel loadings. The test program has six specimens, with variables including joint orientation, slab thickness, reinforcement configuration, and reinforcement type. None of the specimens include any pre- or posttensioning. Test results to date, along with two NYSDOT bridges constructed in 2009, demonstrate the potential viability of using UHPC as a closure pour material.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge members
KW  - Deck closures
KW  - High performance concrete
KW  - Modular structures
KW  - Precast concrete
KW  - Structural behavior
KW  - Structural connection
KW  - Ultra high performance concrete
UR  - https://trid.trb.org/view/925906
ER  - 

TY  - CONF
AN  - 01165336
AU  - Byard, Benjamin E
AU  - Schindler, Anton K
AU  - Barnes, Robert W
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Cracking Tendency of Lightweight Concrete in Bridge Deck Applications
PY  - 2010
SP  - 19p
AB  - Cracking of hardening concrete occurs when the induced tensile stress exceeds the tensile strength of the concrete. The development of in-place stresses is affected by the shrinkage, coefficient of thermal expansion, setting characteristics, restraint conditions, stress relaxation, and temperature history of the hardening concrete. Tensile strength (and strain capacity) increases as the hydration of the cementitious system progresses. Tensile strength is impacted by the cementitious materials, the water-cement ratio, the aggregate type and gradation, the curing provided (internal and external), and the temperature history of the hardening concrete. Rigid cracking frame testing techniques were used to quantify the combined effects of all these variables and to determine the cracking potential of bridge concrete mixtures. The influence of lightweight aggregates, placement temperature, and curing temperature on early-age cracking tendency were evaluated using rigid cracking frame testing techniques. Specimens were tested under match-cured or isothermal curing conditions to explore early-age cracking mechanisms of bridge deck concrete. Results revealed that the placement temperature and the curing temperature affected the time to cracking of all the mixtures. Use of lightweight aggregates was found to be very effective in reducing restraint stresses in bridge deck concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete curing
KW  - Concrete placing
KW  - Cracking
KW  - Lightweight concrete
KW  - Stresses
KW  - Temperature
UR  - https://trid.trb.org/view/925773
ER  - 

TY  - CONF
AN  - 01165335
AU  - McDonald, David
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Performance of Bridge Decks Containing Epoxy-Coated Reinforcing Bars
PY  - 2010
SP  - 16p
AB  - Epoxy-coated reinforcing bars have been used in the U.S. for over 35 years and according to the National Bridge Inventory are now in over 65,000 bridge structures, covering over 775,000,000 sq ft of deck. This paper presents research that outlines field and plant quality control for these products, showing that such issues have been addressed by the industry and in Standard Specifications. The paper addresses concern that was expressed in the 1980’s regarding the long-term durability of epoxy-coated bars in marine structures and shows that these issues appear to be related to poor manufacturing and handling of the bars prior to placement into concrete and the use of poor quality concrete. Examples of good performance are presented, even in samples exposed to high chloride levels. It was concluded that epoxy-coated bars have been widely and successfully used to reduce deterioration of concrete structures for over 35 years.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete structures
KW  - Corrosion resistance
KW  - Durability
KW  - Epoxy coatings
KW  - Performance
KW  - Reinforcing bars
UR  - https://trid.trb.org/view/925777
ER  - 

TY  - CONF
AN  - 01165333
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - AISC/PCI White Paper on Quality Systems in the Construction Industry
PY  - 2010
SP  - 3p
AB  - This white paper identifies 12 characteristics essential to any organization offering construction industry certification. Typically, these characteristics are found within the national not-for-profit technical institutes established to provide a consensus-driven forum for the development and continuous refinement of engineering, design, and quality standards and related certification programs. Owners and specifiers of both public and private facilities have depended on such organizations for conformity assessment and quality standards for more than 40 years.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Certification
KW  - Construction industry
KW  - Quality control
UR  - https://trid.trb.org/view/926012
ER  - 

TY  - CONF
AN  - 01165332
AU  - Padgett, Jamie E
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustainability as a Guide for Selecting and Prioritizing Seismic Retrofit
PY  - 2010
SP  - 14p
AB  - Insufficient physical performance of concrete bridges during natural hazards can have cascading social, environmental, and economic consequences. Such consequences are an indication of the inhibited sustainability of bridge infrastructure caused by hazards such as earthquake events. This paper frames the relationship between bridge performance in seismic events and metrics of sustainable performance, such as life-cycle cost, energy usage, or downtime. Overarching principles for sustainable bridges include evaluation of the three core pillars on sustainability (social, environmental, and economic impacts), consideration of lifetime performance, and integration of risk assessment principles. A risk-based approach is first presented in detail for evaluating retrofits for non-seismically designed bridges based on lifetime seismic life-cycle costs and cost-benefit analysis. A simple extension is provided for evaluating multiple sustainability metrics beyond economic impacts to prioritize bridges for seismic upgrade. This paper illustrates the critical link between mitigating seismic risks and promoting sustainable bridge infrastructure.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Earthquake resistant structures
KW  - Life cycle analysis
KW  - Retrofitting
KW  - Risk assessment
KW  - Sustainable development
UR  - https://trid.trb.org/view/925931
ER  - 

TY  - CONF
AN  - 01165330
AU  - Yermack, Eric D
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustainable Infrastructure Development: Evaluating Highway Bridges
PY  - 2010
SP  - 18p
AB  - In our current environment of budget shortfalls, global warming, congested transportation systems, and ever increasing demand for scarce resources, it is necessary to find better ways to evaluate transportation projects and determine their worth to society. We have traditionally looked at metrics related to public safety, system capacity, and the condition of physical assets to make these decisions. However, we should also question if a project contributes in a meaningful way to the sustainability of our transportation systems and hence to society. The United States Green Building Council and others have initiated the dialogue on sustainability. The transportation industry can build upon this work and develop a rating system that can be applied to different classifications of transportation projects. Highway bridges, which are of particular interest because of their high cost, visual prominence, symbolic value, and the vital function they serve, should be the focus of a new sustainability rating system. Our industry could then make better decisions at the local level about funding projects, setting design objectives, and certifying if a project can be considered sustainable or not.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Evaluation
KW  - Highway bridges
KW  - Ratings
KW  - Sustainable transportation
UR  - https://trid.trb.org/view/925905
ER  - 

TY  - CONF
AN  - 01165329
AU  - Buhler, Eckart R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Recovered Mineral Component [Silica Fume] and Sustainable Concrete Bridge Construction
PY  - 2010
SP  - 9p
AB  - Important issues when designing Sustainable Concrete Bridges are: 1.) Longer Life Cycle, reducing future need for duplicate replacement materials. 2.) Utilization of Recovered Mineral Components (RMC) to reduce the Carbon Footprint of concrete and increase Life Cycle of the structure. 3.) A less voluminous concrete structure, which more efficiently utilizes concrete’s engineering potential, enabling a more pleasing, streamlined architectural design. Silica Fume has been utilized in U.S. ready-mixed concrete for a quarter century with a track record of increasing structural concrete durability and being integral for 100-Year Life Span design. Extending service life and substituting for Portland cement, it also has formidable potential in reducing the overall Carbon Footprint of concrete. The U.S. Environmental Protection Agency has designated Silica Fume, a very fine dust-like material generated during alloyed metal production, as a RMC that increases concrete Strength and Durability; utilization of it reduces the burden of otherwise designated waste material for landfills.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Carbon footprint
KW  - Concrete bridges
KW  - Durability
KW  - Environmental protection
KW  - Life cycle analysis
KW  - Minerals
KW  - Silica fume
KW  - Strength of materials
UR  - https://trid.trb.org/view/925786
ER  - 

TY  - CONF
AN  - 01165328
AU  - Petro, Samer H
AU  - Leech, Thomas G
AU  - Ziegler, Michael
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Strengthening Three Concrete Bridges Using CFRP Composites
PY  - 2010
SP  - 14p
AB  - This paper describes the feasibility and efficiency of using Carbon Fiber Reinforced Polymer (CFRP) composites as a strengthening system to upgrade the load carrying capacity of three heavily travelled concrete short span bridges in the City of Phoenix, Arizona. Two of the structures span the canal system and given the relatively short canal dry-up period (weeks, not months), a fast-paced approach to strengthening and improving the load carrying capacity of the existing structures was required. The sustainable approach of using externally applied CFRP wraps and near surface mounted CFRP rebars raised the rating factors and associated load limits thereby eliminating the need to load post the structure(s) without major modifications to the superstructure. The design of the CFRP systems was carried out according to ACI 440.2R-08 "Guide for the Design and Construction of Externally Bonded FRP Systems for Strengthening Concrete Structures." To examine the short- and long-term performance of the CFRP systems, the bridges were instrumented with strain gages. Static truck load tests were conducted to obtain benchmark responses of the original structures without CFRP reinforcement and shortly after CFRP installation. Results from load testing two of the bridges indicate that concrete and existing reinforcement strain in the members decreased as the CFRP system contributed towards resisting the applied live loads and most importantly, debonding did not occur. Not only was the CFRP strengthening system cost effective when compared to total bridge(s) replacement, it proved to be environmentally responsible as it salvaged and recycled the original structures and did not cause traffic congestion or delays. This paper presents the procedures followed in the design, installation, and load testing of the bridges.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Carbon fibers
KW  - Composite materials
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Rehabilitation (Maintenance)
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925899
ER  - 

TY  - CONF
AN  - 01165327
AU  - Reese, Gregg A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Applications of Precast Concrete on Complex Long Span Bridge Projects in Colorado
PY  - 2010
SP  - 15p
AB  - A number of recent urban bridge projects with long spans and complex geometry have been designed and built using a variety of innovative applications of precast concrete girder and deck slab construction. Concrete U girders, cast in both curved and straight segments, are spliced and post tensioned to create a new alternative approach to complex bridge construction. The success of these projects, which are all currently in service, clearly demonstrates the advantages of using commercially precast concrete products to construct cost-effective, complex long span structures in high profile applications where aesthetics and urban geometrics are significant design consideration. This paper will review the development of design concepts and the project involved and will describe the design and construction challenges and the solutions that were successfully implemented.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Bridge design
KW  - Colorado
KW  - Girders
KW  - Long span bridges
KW  - Precast concrete
KW  - Urban areas
UR  - https://trid.trb.org/view/925770
ER  - 

TY  - CONF
AN  - 01165325
AU  - Hendrix, Serena E
AU  - Kowalsky, Mervyn J
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Seismic Behavior of Lightweight Aggregate Concrete Columns
PY  - 2010
SP  - 20p
AB  - Described are a series of 16 large scale tests on lightweight aggregate concrete square columns subjected to reversed cyclic load conditions. Eight of the columns were normal-strength (4 ksi, 27.6 MPa) while 8 were high-strength (8 ksi, 55.2 MPa). Each set of 8 columns consisted of 2 each constructed from shale, clay, slate, and conventional normal weight aggregate. Each pair of tests contained one designed to fail in shear at low ductility, and one designed to be shear dominated (although not necessarily suffering shear failure) at high ductility. Results indicate that (1) there is only a small difference among the lightweight aggregate concretes with regard to strength of the concrete shear resisting mechanism, when compared to normal weight concrete specimens; (2) both normal strength and high-strength lightweight concrete can be designed for high levels of ductility under reversed cyclic loads thus calling into question the ACI code 5 ksi (34.5 MPa) limitation on compressive strength for seismic applications.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Columns
KW  - Concrete
KW  - Ductility
KW  - Earthquake resistant design
KW  - Lightweight aggregates
KW  - Shear properties
UR  - https://trid.trb.org/view/925956
ER  - 

TY  - CONF
AN  - 01165320
AU  - Saleem, Muhammad Azhar
AU  - Mirmiran, Amir
AU  - Xia, Jun
AU  - Mackie, Kevin
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Tube-Based Composite Deck System for Moveable Bridges
PY  - 2010
SP  - 14p
AB  - Open grid steel decks, commonly used on moveable bridges, have several disadvantages, including poor skid resistance, high maintenance costs and high noise levels, and susceptibility to vibration. It is therefore desirable to find alternative deck systems with solid surface. This research is focused on development of a steel free composite deck made of ultra high performance concrete (UHPC) and fiber reinforced polymer (FRP) tubes. It resembles a hollow core slab but without any metallic reinforcement. FRP tubes take the tension, while the UHPC takes the compression and also serves as the wearing surface. This composite deck is corrosion resistant as both materials used have very good corrosion resistance. A preliminary experimental testing program and analytical evaluation was undertaken to investigate the strength and serviceability of the deck system. Selected results from the ultimate load tests are presented in this paper. The findings indicate that the proposed system is a promising alternative to the open grid steel decks from both strength and serviceability standpoints.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bearing capacity
KW  - Bridge decks
KW  - Bridge design
KW  - Composite structures
KW  - Corrosion resistant materials
KW  - Fiber reinforced polymers
KW  - High performance concrete
KW  - Movable bridges
KW  - Tubing
UR  - https://trid.trb.org/view/925901
ER  - 

TY  - CONF
AN  - 01165317
AU  - Wall, Jody R
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Non-Traditional Lightweight Concrete for Bridges: A Lightweight Aggregate Manufacturers Review of Current Practice
PY  - 2010
SP  - 12p
AB  - This paper will discuss the latest developments in non-traditional lightweight concrete applications including lightweight self consolidating concrete, all lightweight concrete and high strength lightweight concrete. The paper will also discuss barriers to the implementation of lightweight concrete experienced within DOT aggregate approval systems.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Lightweight aggregates
KW  - Lightweight concrete
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/925994
ER  - 

TY  - CONF
AN  - 01165316
AU  - Escalante, Enrique
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Report on Sustainable Manufacturing
PY  - 2010
SP  - 26p
AB  - In 1999, the Portland Cement Association approved strategic plans for improving the cement industry’s environmental, energy and health & safety performance. To facilitate the plan objectives, the association subsequently adopted a series of voluntary long-term goals for select environment, energy, and heath & safety indicators and created annual award programs to reward superior accomplishments. Progress towards achieving the voluntary goals is tracked by the association through an annual survey of PCA member companies. This information-coupled with data collected in earlier industry surveys-was used to compile the industry performance trends described in the report.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Cement industry
KW  - Manufacturing
KW  - Performance
KW  - Strategic planning
KW  - Sustainable development
KW  - Trend (Statistics)
UR  - https://trid.trb.org/view/925996
ER  - 

TY  - CONF
AN  - 01165313
AU  - Fujiwara, David
AU  - Welker, Charles
AU  - Hamada, Harold
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Hawaii Transportation Department High Performance Bridge Deck Mix
PY  - 2010
SP  - 7p
AB  - This paper presents the description of the North-South Road grade separation structure. The emphasis will be placed on the novel deck topping concrete design mix, which limited bleeding, plastic shrinkage, drying shrinkage, creep and fatigue. The topping concrete was made with Type I/II cement, 3F Basalt rock, sand from British Columbia, and Dune sand. The concrete sand is manufactured from basalt rocks. The water cement ratio was 0.37. The following admixtures were employed 1) water reducer-Type A,B&D 2) High Range Water Reducer- Type A&F 3) Hydration Stabilizer-Type B&D 4) Viscosity Modifying Admixture- Type S 5) Shrinkage Reducing Admixture-(SRA) 6) Synthetic Air Entrainer- Miracon. Miracon is more stable than typical surfactant AEA’s, because it is formulated with polymers that are chemically inert. Fibers were employed to help in plastic shrinkage and fatigue. Visible deck cracks have not been observed to date (October 2009).
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridge decks
KW  - Hawaii
KW  - High performance concrete
KW  - Mix design
UR  - https://trid.trb.org/view/925787
ER  - 

TY  - CONF
AN  - 01165312
AU  - McLeod, Heather A K
AU  - Lindquist, Will D
AU  - Browning, JoAnn
AU  - Darwin, David
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Effects of Construction Procedures and Material Properties on Low-Cracking High-Performance Concrete (LC-HPC) Bridge Decks
PY  - 2010
SP  - 16p
AB  - Research dating to 1970 provides strong guidance on how to reduce cracking in bridge decks. This knowledge is being applied in a pooled-fund study with 19 state Departments of Transportation and the Federal Highway Administration to develop aggregate, concrete, and construction specifications for low-cracking high performance concrete (LC-HPC) bridge decks. In Phase I of the study, 20 bridge decks were constructed using a combination of best practices. Techniques to reduce cracking include a reduction in the cement paste content of the concrete while maintaining workability, finishability, and pumpability through the use of optimized aggregate gradations, limiting slump, maintaining adequate air content, deemphasizing the importance of high compressive strength and low concrete permeability, controlling the temperature of the concrete at the time of placement, minimizing evaporation during placement, improved curing, and reducing the rate of drying after curing is complete. The background and specifications are presented, along with a discussion of the effects of construction procedures and concrete properties on the level of cracking observed in 14 bridge decks constructed in Kansas. Crack densities are uniformly below densities observed in matching conventional bridge decks, and deck performance is clearly connected to the degree to which the LC-HPC specifications are met. Phase II of the study with the construction of 20 additional bridge decks is now underway.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge decks
KW  - Construction management
KW  - Cracking
KW  - High performance concrete
KW  - Properties of materials
UR  - https://trid.trb.org/view/925868
ER  - 

TY  - CONF
AN  - 01165310
AU  - Venugopalan, Siva
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Preservation of Prestressed Structures: Using Correct Tools to Save Costs
PY  - 2010
SP  - 12p
AB  - Corrosion of prestressed structures is an issue of increasing concern for state DOT’s across the nation. Prestressing is a good method for overcoming concrete’s natural weakness in tension. However, corrosion-related problems have been found to occur in less time than expected. Visual inspection, a regular part of the two-year NBIS cycle, cannot identify hidden deterioration and section losses in prestressed concrete structures. Without understanding the extent of corrosion problems, which are typically hidden, structural analysis is based on visual data which can be very misleading. Some of the most vital structural members may experience failures if we do not objectively quantify “how bad is bad?” As a viable alternative, in-depth analysis is available through Electrochemical and Non- Destructive Testing (NDT) to quantify corrosion. Remedial actions can then be planned and executed to maintain load carrying capacity and avoid further damage of structures by addressing corrosion issues. Corrosion control adds to the effectiveness of strengthening and enables engineers to sleep well at night, knowing that their structure is properly protected. The fundamentals of corrosion problems in prestressed structures are different when compared to other types of structures. It is vital to find the time-to-criticality of prestressed structures before sudden failure occurs. DOTs are increasingly interested in quantifying present - and future - corrosion in time to properly budget and plan for rehabilitation measures. This paper will discuss case studies concerning several prestressed structures.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Corrosion
KW  - Life cycle costing
KW  - Maintenance
KW  - Preservation
KW  - Prestressed concrete bridges
KW  - Rehabilitation (Maintenance)
KW  - Structural analysis
UR  - https://trid.trb.org/view/925790
ER  - 

TY  - CONF
AN  - 01165309
AU  - Yang, Yumin
AU  - Bakalovic, Sejla
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Bridge Substructure Point of Fixity and Horizontal Force Distribution
PY  - 2010
SP  - 8p
AB  - Bridge horizontal force distribution is very important for designing bridge bents properly and point of fixity is critical for bridge horizontal force distribution. In this paper a simplified program HFD-POF was developed to model the interaction between horizontal force distribution and point of fixity, considering bearing pad, columns, footing and drilled shaft under both internal and external forces. Horizontal force and point of fixity for each bent can be obtained by iteration and then used for bent design. An example was provided to demonstrate the concept and the results obtained through iteration. It was found that the point of fixity converges quickly after four iterations for the example. This process provides bridge engineers a practical method of determining point of fixity for substructure design, especially for multi-level interchange and bridges using single drilled shaft.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Bridge substructures
KW  - Horizontal force distribution
KW  - Point of fixity
UR  - https://trid.trb.org/view/925755
ER  - 

TY  - CONF
AN  - 01165308
AU  - Akhnoukh, Amin K
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The Effect of Confinement on Transfer and Development Length of 0.7 Inch Prestressing Strands
PY  - 2010
SP  - 18p
AB  - The use of large 0.7 inch prestressing strands is advantageous in the production of bridge girders with superior capacity. The main objective of this research is to study the effect of confinement on transfer and development length of 0.7 inch strands in prestressed I-girders. Factors affecting transfer and development length are presented. Prestressed prismatic specimens were fabricated using different levels of confinement. Transfer length was measured using DEMEC points. A series of pull-out tests were conducted to investigate the strands development. The conclusions of this research were: 1) AASHTO LRFD specifications conservatively estimates the 0.7 inch strands transfer length. 2) Strand confinement reduces the strands development length. 3) Current AASHTO LRFD equations for development length could be applied when 0.7 in. strands are used.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Confined concrete
KW  - Girders
KW  - Prestressed concrete
KW  - Prestressing strands
KW  - Transfer length
UR  - https://trid.trb.org/view/925926
ER  - 

TY  - CONF
AN  - 01165305
AU  - Nowak, Andrzej S
AU  - Rakoczy, Anna M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Statistical Parameters for Compressive Strength of Lightweight Concrete
PY  - 2010
SP  - 20p
AB  - The objective of the present study is to provide the results of statistical analysis for the compressive strength of lightweight concrete. The data base includes over 8000 samples, obtained from about 10 different sources, representing the nominal strength, fc’, from 3000 through 7000 psi (21 to 50 MPa). The cumulative distribution functions (CDF) for the compressive strength are plotted on the normal probability paper. This facilitates the interpretation of the results. The shape of the CDF is an indication of the type of distribution, and since the resulting CDF’s are close to straight lines, they can be considered as normal random variables. In addition, the statistical parameters are determined by fitting a straight line to the lower tail of the CDF. The most important parameters are the mean, bias factor and the coefficient of variation. Bias factor is the ratio of the mean-to-nominal. The comparison of the statistical parameters for lightweight concrete and ordinary concrete indicates that the bias factors are higher for lightweight concrete and the coefficients of variation are lower. This is an important finding as this can serve as a basis for determination of rational resistance factors for lightweight concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Compressive strength
KW  - Cumulative distribution functions
KW  - Lightweight concrete
KW  - Statistical analysis
UR  - https://trid.trb.org/view/925947
ER  - 

TY  - CONF
AN  - 01165304
AU  - Paterson, Duncan
AU  - Majdi, Said
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Moving Towards a Smart National Infrastructure System
PY  - 2010
SP  - 17p
AB  - The United States must be increasingly judicious with infrastructure investment and concrete bridges have a critical role in the transportation system, representing approximately half of the nation’s bridge inventory. Smart Bridge technology can provide accurate and real-time information regarding a bridge’s structural health, and can provide insight into bridge behavior. Existing technologies can offer various levels of information, from complex live load response such as truck loads or earthquake loads, to single trigger fail-safe warnings. Three distinct methods of Smart Bridge technology can be implemented. In the first arrangement, monitoring devices are applied to existing structures. In the second arrangement, new bridges incorporate Smart Bridge technology in to the design and construction. In the third arrangement, Smart Bridge technology leads to true vehicle-infrastructure integration (VII) for a safer, smarter and sustainable surface transportation system. Presented herein is a review of available bridge monitoring instruments, and introduction to Smart Transportation Systems, how these technologies can be utilized for concrete bridges, and how Smart Transportation has the potential to provide an overall reduction in the lifecycle cost of a bridge.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Inspection
KW  - Real time information
KW  - Smart bridges
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/925788
ER  - 

TY  - CONF
AN  - 01165302
AU  - Ibrahim, Amer M
AU  - Mubarak, Huda M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Finite Element Modeling of Continuous Reinforced Concrete Beam with External Prestressing
PY  - 2010
SP  - 12p
AB  - This paper deals with the behavior of externally prestressed continuous concrete beams, subjected to symmetrically static loading. A numerical model based on the finite element method using computer program ANSYS (version 10.0). The behavior of the beam- tendon system is ruled by the nonlinearity of materials and by geometric nonlinear effects. The relevance of the geometric effects in evaluating the failure load of externally prestressed concrete continuous beams by considering the tendon eccentricity variation is shown. The comparison between the experimental tests from previous researches and numerical analyses is showing good agreement.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Continuous structures
KW  - Finite element method
KW  - Prestressing
KW  - Reinforced concrete
KW  - Static loads
UR  - https://trid.trb.org/view/925762
ER  - 

TY  - CONF
AN  - 01165296
AU  - Blanchard, Amber
AU  - Burgess, Chris
AU  - Stauffer, Jason
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - The New I-35W Bridge: A Safe, Smart, and Sustainable Concrete Bridge
PY  - 2010
SP  - 17p
AB  - The new I-35W Bridge in Minneapolis, Minnesota is a modern concrete bridge for the future. Designed and built in 11 months, more than three months ahead of schedule, this design/build bridge over the Mississippi River features elements such as sustainable eco-friendly materials, "smart bridge" technology, first use of LED's for major highway lighting, and concrete in the gateway sculptures that cleans the air. This segmental concrete bridge achieves the Minnesota Department of Transportation's vision for quality, safety, and innovation. Cantilever construction of the 120 precast concrete segments required for the 504' main span across the Mississippi River was completed in just 47 days, with the last segment placed on July 10th, 2008. The community selected aesthetic elements of the design, including the curved pier shape, white color and feature lighting. Community involvement also provided educational opportunities and helped to restore the public's confidence in infrastructure. The new concrete bridge was designed for Minnesota Department of Transportation by Figg Bridge Engineers, Inc. and constructed by Flatiron-Manson, J.V.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Cantilever bridges
KW  - Concrete bridges
KW  - I35W St. Anthony Falls Bridge (Minneapolis, Minnesota)
KW  - Precast concrete
KW  - Public participation
KW  - Segmental construction
KW  - Smart bridges
KW  - Sustainable development
UR  - https://trid.trb.org/view/925898
ER  - 

TY  - CONF
AN  - 01165288
AU  - Pantelides, Chris P
AU  - Besser, Brandon
AU  - Liu, Ruifen
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - GFRP Reinforced Precast Lightweight Concrete Bridge Deck Panels
PY  - 2010
SP  - 11p
AB  - Glass Fiber Reinforced Polymer (GFRP) bars provide a viable alternative to steel as reinforcement of bridge decks; they are cost-competitive in environments where chloride-induced deterioration is an issue, as they are essentially immune to such corrosion. Precast lightweight concrete GFRP deck panels could be used for bridge decks in Accelerated Bridge Construction (ABC) since they would not require protective deck membranes. Precast lightweight concrete panels also have excellent durability characteristics. The reduced weight would be advantageous for lifting equipment and for the design of the substructure and foundations. There is a lack of data regarding the performance of GFRP bars in lightweight concrete decks. The new AASHTO LRFD document on GFRP bridge decks does not include lightweight concrete. Tests have been carried out to evaluate the performance of normal weight and lightweight concrete precast GFRP panels in one-way shear. Both the normal weight and lightweight concrete GFRP reinforced precast panels achieved at least 1.7 times the one-way shear capacity specified by the ACI 440.1R guidelines. When the reduction factor for shear and other actions is used for the lightweight concrete, then the GFRP reinforced panels achieve at least 2.0 times the one-way shear capacity specified by the ACI 440.1R guidelines.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Fiber reinforced polymers
KW  - Glass fibers
KW  - Lightweight concrete
KW  - Precast concrete
KW  - Reinforced concrete
UR  - https://trid.trb.org/view/925955
ER  - 

TY  - CONF
AN  - 01165287
AU  - Fallis, Garth
AU  - Ball, Chris
AU  - Peeler, Matt
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Non Destructive Detection of Fractures in Prestressed and Post-Tensioned Cables
PY  - 2010
SP  - 17p
AB  - The PT Cable Break Detection (CBD) System is an effective non-destructive method for locating fractures in prestressed cables and both ungrouted and grouted post-tensioned cables and bars. There are two systems available for detecting fractures on different types of structures, the Line Scan Method and the Rotating Scan Method. The Line Scan Method is used to evaluate one cable at a time while the Rotating Scan Method is used to evaluate several cables at one time. These systems proved effective in location fractures on a project on the Champlain Bridge in Montreal, Canada.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge cables
KW  - Bridges
KW  - Cracking
KW  - Maintenance
KW  - Nondestructive tests
KW  - Posttensioning
KW  - Prestressed concrete
UR  - https://trid.trb.org/view/925758
ER  - 

TY  - CONF
AN  - 01165286
AU  - Avendano, Alejandro R
AU  - Bayrak, Oguzhan
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Shear Design of Prestressed Concrete Beams: ACI 318 and AASHTO LRFD
PY  - 2010
SP  - 21p
AB  - AASHTO LRFD Bridge Design Specifications and ACI 318 Building Code Requirements include several methods for shear design of prestressed concrete girders. The different methods for shear design and provisions associated with those methods share one common goal: To ensure safe and serviceable behavior of prestressed concrete girders. Despite this common goal, there are substantial differences among these design provisions causing confusion in the bridge design community. The primary objective of this paper is to provide a comparative evaluation of current shear design provisions in light of a comprehensive database of shear tests. The University of Texas Prestressed Concrete Shear Database (UTPCSDB) includes results from more than 500 shear tests conducted over the past 55 years. The bias of various code provisions to variables such as the compressive strength of concrete, member depth, transverse reinforcement ratio, and shear span to depth ratio are evaluated. Among other results, it was found that the use of high amounts of transverse reinforcement for shear strength can yield unconservative results for several design provisions. The conservativeness and accuracy of different design provisions are also evaluated. In addition, recommendations to improve the accuracy of some of the design provisions without compromising their conservativeness are included.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Beams
KW  - Bridge design
KW  - Databases
KW  - Girders
KW  - Load and resistance factor design
KW  - Prestressed concrete
KW  - Shear strength
KW  - Shear tests
UR  - https://trid.trb.org/view/925929
ER  - 

TY  - CONF
AN  - 01165285
AU  - Khaleghi, Bijan
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Innovative Bridge Design and Construction in Washington State
PY  - 2010
SP  - 13p
AB  - Bridge construction with prefabrication of modular components offers an attractive alternative to conventional bridges. Prefabricated bridge components are in increasing demand for accelerated bridge construction. Prefabricating eliminates the need for forming, casting, and curing of concrete in the work zones, making bridge construction safer while improving quality and durability. Prefabricated bridges consisting of pretensioned girders, post-tensioned spliced girders, trapezoidal open box girders, and other types of superstructure members are often used for accelerated bridge construction; however, bridge engineers are concerned with the durability and performance of bridges made of prefabricated members in areas of high or moderate seismicity. This paper presents the latest Accelerated Bridge Construction (ABC) research in Washington and its implementation to a bridge construction project. The discussion expands to the ongoing Highways For Life (HFL) project benefitting the latest research data available for ABC implementation.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Accelerated construction
KW  - Bridge construction
KW  - Bridge design
KW  - Innovation
KW  - Modular structures
KW  - Prefabricated bridges
KW  - Washington (State)
UR  - https://trid.trb.org/view/925902
ER  - 

TY  - CONF
AN  - 01165282
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - 2010 Concrete Bridge Conference Proceedings: Achieving Safe, Smart & Sustainable Bridges
PY  - 2010
SP  - v.p.
AB  - The 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable Bridges, was held February 24-26, 2010 in Phoenix, Arizona.  These are the proceedings from the conference.  It contains 61 technical papers on the following topics: non-destructive evaluation of concrete bridge components; use of lightweight concrete in bridge; smart bridges; innovation in structural design and construction; sustainability; innovative and durable bridge decks; smart bridges; and ultra high performance concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge construction
KW  - Bridge design
KW  - Conferences
KW  - Innovation
KW  - Maintenance
KW  - Sustainable development
UR  - https://trid.trb.org/view/925719
ER  - 

TY  - CONF
AN  - 01165279
AU  - Crawford, Kenneth C
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Sustaining Performance of Concrete Bridges Strengthened with FRP-Structural Systems
PY  - 2010
SP  - 22p
AB  - Sustaining performance of concrete bridges under an array of environmental and traffic loading conditions is a wide ranging issue confronting bridge owners. Applying fiber-reinforced-polymer(FRP) structural systems to concrete bridges is an effective method to repair and sustain concrete bridge loading performance. This paper presents results of a bridge project in the Republic of Macedonia where 19 concrete bridges were repaired and strengthened with FRP-structural systems to increase bridge loading capacity. Discussing project background, structural analysis, design, and FRP application, issues on sustaining the designed performance of the applied FRP composite material to the concrete bridges are presented. Recommendations for sustaining the performance of the FRP-concrete bridge structural system are made.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Maintenance
KW  - Performance
KW  - Repairing
KW  - Strengthening (Maintenance)
UR  - https://trid.trb.org/view/925897
ER  - 

TY  - CONF
AN  - 01165278
AU  - Meyer, Karl F
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Design Issues Involving Lightweight Concrete: A Current Perspective
PY  - 2010
SP  - 11p
AB  - The use of lightweight concrete for bridges and other structures has become more popular in recent years based on appealing characteristics of the product to include reduced density and improved durability. However, there are some challenges associated with the use of lightweight concrete from a design standpoint. This paper discusses some of the challenges that designers face in determining the appropriate concrete material properties and strength reduction factors when specifying lightweight concrete. A brief history of strength reduction factors is provided along with the current state of the practice according to the 2008 ACI 318 Structural Building Code. Significant focus is given to modulus of elasticity and the challenges faced in accurately predicting it for use in design. The desired result for the reader of this paper is to know how lightweight concrete is incorporated into the 318 Structural Building Code and to know what sections of The Code require special attention with regard to lightweight concrete.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Building codes
KW  - Lightweight concrete
KW  - Modulus of elasticity
KW  - Properties of materials
KW  - Strength reduction factors
KW  - Structures
UR  - https://trid.trb.org/view/925946
ER  - 

TY  - CONF
AN  - 01165274
AU  - Floyd, Royce W
AU  - Hale, W Micah
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Review of Strand Bond Performance in Lightweight Concrete
PY  - 2010
SP  - 15p
AB  - This paper provides a comprehensive literature review of research performed on the bond characteristics of prestressing strand in lightweight aggregate concrete (LWC). Lightweight structural concrete has found many uses in the precast/prestressed concrete industry due to the possibility of reduced dead loads and transportation costs. Reduced dead loads can allow for longer span bridge girders for the same size section as well as helping to keep the transportation weights at manageable levels. The use of self-consolidating concrete (SCC) has also provided time, energy, and financial savings in precast/prestressed applications. Time and energy are not needed for vibration to ensure proper consolidation even in congested sections such as bridge girders. Savings are also realized in the reduction of skilled labor needed to place the concrete. It is only natural to combine the benefits of these two forms of high-performance concrete. While lightweight concrete behaves similarly to normal weight concrete, previous research has shown that its properties do differ. Numerous studies have been conducted on the bond between prestressing strand and normal weight concrete beginning with Jack R. Janney in the 1950s. Fewer research programs have focused on bond with lightweight concrete and fewer still on the bond properties of LWSCC. The effects of internal curing from water contained in lightweight aggregates and increased shrinkage and a lower modulus of elasticity, concerns for both lightweight concrete and SCC, are some of the properties that could affect bond in LWC and LWSCC. Results of previous research have shown bond behavior for lightweight concrete similar to that of normal weight concrete, however some show better bond and others poorer bond when using lightweight concrete. This paper documents the research that has been conducted in the past and highlights needs for future research.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bonding
KW  - Development length
KW  - High performance concrete
KW  - Lightweight concrete
KW  - Performance
KW  - Prestressing strands
KW  - Self compacting concrete
KW  - Transfer length
UR  - https://trid.trb.org/view/925936
ER  - 

TY  - CONF
AN  - 01165270
AU  - Barrios, Francisco
AU  - Ziehl, Paul
AU  - Rizos, Dimitris
AU  - Amado, Bener
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Investigation and Recommendations Related to Lightweight SCC for Prestressed Bridge Girders
PY  - 2010
SP  - 18p
AB  - This presentation covers the casting and testing of three full-scale AASHTO Type III lightweight concrete bridge girders. The girders were loaded according to the ACI CLT load test method. Two of the girders were of lightweight self-consolidating concrete (LWSCC) while the third was of lightweight high early strength concrete (HESLC). One of the LWSCC girders was tested in fatigue to 2 million cycles prior to loading the specimen statically to failure. As a general statement the girders exhibited good behavior in terms of both ultimate capacity and displacement capacity. Results related to girder performance include transfer length, camber, prestress losses, end slip, and ultimate capacity in flexure. Material properties including compressive strength, splitting tensile strength, and modulus of elasticity are also discussed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Cyclic tests
KW  - Girders
KW  - High early strength concrete
KW  - Lightweight concrete
KW  - Load tests
KW  - Performance
KW  - Prestressed concrete bridges
KW  - Properties of materials
KW  - Self compacting concrete
UR  - https://trid.trb.org/view/925954
ER  - 

TY  - CONF
AN  - 01165268
AU  - Paczkowski, Piotr
AU  - Nowak, Andrzej S
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Reliability Models for Shear in Lightweight Reinforced Concrete Bridges
PY  - 2010
SP  - 15p
AB  - The objective of this paper is to present the development of the resistance factor for shear in reinforced concrete bridges made of lightweight concrete. The statistical model of resistance was based on the available limited experimental data. It was found that the current shear design procedures are about 15% less conservative for lightweight concrete when compared to normal weight concrete. The reliability analysis was performed and served as a basis for the selection of the resistance factor. The results indicate that a resistance factor equal to 0.8 can be applied for the shear design of lightweight concrete bridges.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge design
KW  - Calibration
KW  - Lightweight concrete
KW  - Load and resistance factor design
KW  - Reinforced concrete bridges
KW  - Reliability (Statistics)
KW  - Shear strength
UR  - https://trid.trb.org/view/925951
ER  - 

TY  - CONF
AN  - 01165267
AU  - Patzlaff, Quinton
AU  - Morcous, George
AU  - Hanna, Kromel
AU  - Tadros, Maher K
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Bottom Flange Reinforcement of Precast-Prestressed Bridge I-Girders
PY  - 2010
SP  - 14p
AB  - According to the 1996 AASHTO Standard Specifications for Highway Bridges, nominal reinforcement shall be placed to enclose the prestressing steel in the bottom flange of I-girders for at least the distance d from the end of the girder, where d is the depth of the girder. Based on this requirement, different sizes and spacing of reinforcement have been adopted by the state departments of transportation (DOTs). According to the 2004 AASHTO LRFD Bridge Design Specifications, at least No. 3 deformed bars with spacing not exceeding 6.0 in. shall be placed to confine the prestressing steel in the bottom flange for the distance of 1.5d from the end of the girders. This bottom flange reinforcement is significantly higher than the reinforcement currently adopted by several state DOTs. This difference might affect the transfer and development of the prestressing strands and, consequently, the flexure and shear capacity of the girder. This paper presents the experimental investigation carried out to evaluate the effect of the amount and distribution of bottom flange confinement reinforcement on the transfer length and development length of prestressing strands. The outcome of this research will assist state bridge engineers in making the decision whether to modify their current standard detail and how to modify it if needed. It will also provide a rational justification for using the current detail if no modification is needed.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridges
KW  - Flanges
KW  - Girders
KW  - Precast concrete
KW  - Prestressed concrete
KW  - Reinforcement (Engineering)
UR  - https://trid.trb.org/view/925780
ER  - 

TY  - CONF
AN  - 01165265
AU  - Yehia, Sherif
AU  - Host, Joshua T
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Conductive Concrete Overlay for Cathodic Protection
PY  - 2010
SP  - 8p
AB  - The significant damaged caused by corrosion poses an inherent danger for transportation infrastructure. Several mitigation techniques have been developed to preserve concrete structures exposed to corrosive environments. Cathodic protection is the only method proven to halt the corrosion of steel reinforcement. Two types of cathodic protection systems, galvanic and impressed current, have been installed on numerous bridge decks. The recent innovation of a conductive concrete overlay as a deicer has led research to consider the application for cathodic protection. A conductive concrete overlay was used in an impressed current cathodic protection system, following the recommended standards set by the National Association of Corrosion Engineers. Prepared test specimens showed that conductive concrete has the potential to be considered as an anode for cathodic protection.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Anodes
KW  - Bridge decks
KW  - Cathodic protection
KW  - Concrete bridges
KW  - Concrete overlays
KW  - Conductive concrete
KW  - Corrosion
UR  - https://trid.trb.org/view/925778
ER  - 

TY  - CONF
AN  - 01165263
AU  - Jaber, Tarif M
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Durable and Sustainable Approach to Designing Concrete Mixtures
PY  - 2010
SP  - 7p
AB  - This article presents a practical approach to designing concrete mixes for bridges for durability and sustainability. Examples of actual projects will be presented to demonstrate the feasibility and economical advantages of this approach.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Admixtures
KW  - Bridges
KW  - Durability
KW  - Mix design
KW  - Sustainable development
UR  - https://trid.trb.org/view/925772
ER  - 

TY  - CONF
AN  - 01165262
AU  - David V Jauregui
AU  - Carpenter, Brice A
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Pre-Retrofit and Post-Retrofit Behavior of a Reinforced Concrete Slab Bridge
PY  - 2010
SP  - 19p
AB  - In this study, a continuous reinforced concrete slab bridge carrying westbound traffic on Interstate I-10 near Lordsburg, New Mexico was evaluated. Due to a drawing oversight, the bridge was originally built in April 2006 with half the required steel in the positive moment regions; as a result, the bridge was retrofit with a CFRP laminate system in November 2006. Load tests were conducted before and immediately after the retrofit. Finite-element analysis was also performed to evaluate the slab behavior. Addition of the CFRP resulted in rating factors larger than one confirming the CFRP was effective in retrofitting the bridge for strength. Before retrofit, bending stresses exceeded the limits to control inelastic deformations and concrete cracking. After retrofit, the limits were satisfied but only by a small margin. Thus, serviceability of the bridge based on crack widths and steel yielding remains a concern due to the high stresses experienced before and after the retrofit.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Carbon fibers
KW  - Concrete bridges
KW  - Fiber reinforced polymers
KW  - Finite element method
KW  - Load tests
KW  - Reinforced concrete
KW  - Retrofitting
KW  - Stresses
UR  - https://trid.trb.org/view/925783
ER  - 

TY  - CONF
AN  - 01165261
AU  - Jalinoos, Frank
AU  - Arndt, Ralf
AU  - Huston, Dryver
AU  - Cui, Jianhong
AU  - National Concrete Bridge Council
AU  - Portland Cement Association
AU  - Federal Highway Administration
TI  - Periodic NDE for Preservation of Concrete Structures
PY  - 2010
SP  - 10p
AB  - Corrosion of steel reinforcement and prestressing strands is the main cause of deterioration and failure of concrete structures leading to considerable costs for inspection, maintenance, restoration, and replacement. This paper describes the concept of periodic nondestructive evaluation (NDE) as a tool for preventive maintenance and preservation of concrete structures. The paper showcases a collaborative benchmark project set up at FHWA NDE Center evaluating multi-sensor NDE techniques for monitoring deterioration of typical concrete structures such as a bridge deck. The objective is to devise a test protocol for monitoring corrosion and asset management of the concrete structures by performing periodic baseline NDE measurements.
U1  - 2010 Concrete Bridge Conference: Achieving Safe, Smart & Sustainable BridgesNational Concrete Bridge CouncilFederal Highway AdministrationPortland Cement AssociationPhoenix,Arizona StartDate:20100224 EndDate:20100226 Sponsors:National Concrete Bridge Council, Federal Highway Administration, Portland Cement Association
KW  - Bridge decks
KW  - Concrete bridges
KW  - Nondestructive tests
KW  - Preservation
KW  - Preventive maintenance
UR  - https://trid.trb.org/view/925999
ER  - 

TY  - RPRT
AN  - 01164272
AU  - Research and Innovative Technology Administration
TI  - State Transportation Statistics 2009
PY  - 2010
SP  - 143p
AB  - This document is a statistical profile of transportation in the 50 states and the District of Columbia. It presents transportation information from the Bureau of Transportation Statistics, other federal government agencies, and other national sources. It is divided into nine sections that cover infrastructure, safety, freight transportation, passenger travel, registered vehicles and vehicle-miles traveled, economy and finance, energy and the environment, information on data sources, and appendices and a glossary. Modes of transportation include highway, public transit, air travel, water transportation and railroad transportation.
KW  - Economics
KW  - Energy
KW  - Environment
KW  - Finance
KW  - Freight transportation
KW  - Infrastructure
KW  - Passenger transportation
KW  - Registrations
KW  - States
KW  - Statistics
KW  - Transportation modes
KW  - Transportation safety
KW  - Vehicle miles of travel
UR  - http://www.bts.gov/publications/state_transportation_statistics/
UR  - http://www.bts.gov/publications/state_transportation_statistics/state_transportation_statistics_2009/pdf/entire.pdf
UR  - http://ntl.bts.gov/lib/34000/34600/34685/2009STS.pdf
UR  - https://trid.trb.org/view/923791
ER  - 

TY  - RPRT
AN  - 01163740
AU  - National Center for Statistics and Analysis
TI  - Traffic Safety Facts 2008 Data: Children
PY  - 2010
SP  - 6p
AB  - In 2008, there were nearly 61 million children age 14 and younger in the United States. This age group made up 20% of the total U.S. resident population in 2008. Motor vehicle crashes are the leading cause of death for ages 3 to 14 (based on 2006 figures, which are the latest mortality data currently available from the National Center for Health Statistics). In 2008, there were a total of 37,261 traffic fatalities in the United States. The 14-and-younger age group accounted for 4% (1,347) of those traffic fatalities. This age group accounted for 3% (968) of all vehicle occupant fatalities, 8% (193,000) of all the people injured in motor vehicle crashes, and 8% (168,000) of all the vehicle occupants injured in crashes. During 2008, fatalities in this age group (1,347) decreased 20% from the 1,680 fatalities in 2007. Every day in the United States, an average of 4 children age 14 and younger were killed and 529 were injured in motor vehicle crashes during 2008. In the 14-and-younger age group, males accounted for 60% of the fatalities and 48% of those injured in motor vehicle crashes during 2008. Additional statistics on children killed or injured in traffic crashes in 2008 are provided in this traffic safety fact sheet.
KW  - Children
KW  - Crash injuries
KW  - Fatalities
KW  - Statistics
KW  - Traffic crashes
KW  - Trend (Statistics)
KW  - United States
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811157.pdf
UR  - https://trid.trb.org/view/924033
ER  - 

TY  - RPRT
AN  - 01162626
AU  - Department of Transportation
AU  - Federal Motor Carrier Safety Administration
TI  - Federal Motor Carrier Safety Administration Strategic Plan, 2006-2011
PY  - 2010
SP  - 40p
AB  - The mission is to promote safe commercial motor vehicle operation through education, regulation, enforcement, and innovative research and technology to reduce truck and bus crashes resulting in fewer fatalities and injuries. Achieve a safer and more secure transportation environment through shared responsibilities with our partners and stakeholders.
KW  - Commercial vehicle operations
KW  - Crash injuries
KW  - Crash prevention
KW  - Education
KW  - Fatalities
KW  - Motor carriers
KW  - Strategic planning
KW  - Technological innovations
KW  - Traffic crashes
KW  - U.S. Federal Motor Carrier Safety Administration
UR  - http://www.fmcsa.dot.gov/fmcsa-strategic-plan-102907.htm
UR  - https://trid.trb.org/view/920621
ER  - 

TY  - RPRT
AN  - 01162552
AU  - Federal Motor Carrier Safety Administration
TI  - Implementation Guidelines for Alcohol and Drug Regulations in Highway Transportation, 2004.
PY  - 2010
SP  - 312p
AB  - These guidelines are the Federal Motor Carrier Safety Administration's (FMCSAs) small entity compliance guide for purposes of the Contract With America Advancement Act of 1996 (Pub. L. 104-121, Title II, Subtitle A, March 29, 1996). Under this act, the content of this small entity compliance guide is not subject to judicial review but may be considered as evidence of the reasonableness or appropriateness of any proposed fines, penalties, or damages in an FMCSA civil or administrative action.
KW  - Alcohol use
KW  - Blood alcohol levels
KW  - Drug use
KW  - Impaired drivers
KW  - Motor carriers
KW  - Regulations
KW  - Substance abuse
KW  - Truck drivers
UR  - https://trid.trb.org/view/920626
ER  - 

TY  - RPRT
AN  - 01162022
AU  - Federal Highway Administration
TI  - Trans-Texas Corridor-35, Oklahoma-Mexico/Gulf Coast element : environmental impact statement
PY  - 2010///Volumes held: Draft(7v), Final(4v)
KW  - Environmental impact statements
KW  - Texas
UR  - https://trid.trb.org/view/923006
ER  - 

TY  - RPRT
AN  - 01160569
AU  - Federal Highway Administration
TI  - Regional Climate Change Effects: Useful Information for Transportation Agencies
PY  - 2010
SP  - v.p.
AB  - The purpose of this report is to provide the transportation community (including highway engineers, planners, National Environmental Policy Act practitioners) with digestible, transparent, regional information on projected climate change effects that are most relevant to the U.S. highway system. This information is designed to inform assessments of the risks and vulnerabilities facing the current transportation system, and can inform planning and project development activities.
KW  - Climate change
KW  - Forecasting
KW  - Global warming
KW  - Highway planning
KW  - Project development
KW  - United States
UR  - http://www.fhwa.dot.gov/hep/climate/climate_effects/effects00.cfm
UR  - https://trid.trb.org/view/921363
ER  - 

TY  - RPRT
AN  - 01159573
AU  - National Center for Statistics and Analysis
TI  - Traffic Safety Facts 2008 Data: Motorcycles
PY  - 2010
SP  - 6p
AB  - In 2008, 5,290 motorcyclists were killed—an increase of 2% over the 5,174 motorcyclists killed in 2007. There were 96,000 motorcyclists injured during 2008. An estimated 148,000 motorcyclists have died in traffic crashes since the enactment of the Highway Safety and National Traffic and Motor Vehicle Safety Act of 1966. Motorcycles made up nearly 3% of all registered vehicles in the United States in 2007 and accounted for only 0.4% of all vehicle miles traveled. Per vehicle mile traveled in 2007, motorcyclists were about 37 times more likely than passenger car occupants to die in a motor vehicle traffic crash and 9 times more likely to be injured. Per registered vehicle, the fatality rate for motorcyclists in 2007 was 6 times the fatality rate for passenger car occupants. The injury rate for motorcyclists was 0.7 times the injury rate for passenger car occupants. In 2008, motorcyclists accounted for 14% of total traffic fatalities, 17% of all occupant fatalities, and 4% of all occupants injured. Additional statistics on motorcyclist involvement in traffic accidents in 2008 are provided in this traffic safety fact sheet.
KW  - Crash injuries
KW  - Fatalities
KW  - Motorcycle crashes
KW  - Motorcyclists
KW  - Registrations
KW  - Statistics
KW  - Trend (Statistics)
KW  - United States
KW  - Vehicle miles of travel
UR  - http://www-nrd.nhtsa.dot.gov/pubs/811159.pdf
UR  - https://trid.trb.org/view/920126
ER  - 

TY  - RPRT
AN  - 01159314
AU  - Research and Innovative Technology Administration
TI  - Freight Transportation: Global Highlights, 2010
PY  - 2010
SP  - 62p
AB  - To move large quantities of goods across the country and around the world, Americans depend on the Nation’s freight transportation system—a vast network of roads, bridges, rail tracks, airports, seaports, navigable waterways, pipelines, and equipment. Today, U.S. households can buy fresh fruits and vegetables in mid-winter, expect fast and reliable next-day deliveries of Internet purchases, and use electronic appliances manufactured thousands of miles away, often in other countries. Because economic activities worldwide have become more integrated and globalized, more goods produced by U.S. factories and farms are bound for export, and imports originate from more than 200 countries. This pace of trade Americans have become accustomed to is made possible by the complex intermodal transportation network that blankets the country and links the United States with world markets. The movement of international freight among nations relies on a complex array of long-distance transportation services. The process involves many participants, including shippers, commercial for-hire carriers, third-party logistics providers, and consignees. Moreover, global trade depends on seaport and airport services to move large volumes of merchandise over long distances via a variety of transportation modes. The interaction of these services and participants is vital to successful global trade. This report provides a snapshot of freight transportation activity from a global perspective, highlighting physical characteristics and industry output for the U.S. and other leading world economies. The report gives a broad overview of trends in the movement of international freight among the top 25 world economies, measured by 2008 gross domestic product (GDP). It presents recent statistics on freight activity by leading global ocean and air carriers, seaports, and airports engaged in international freight services. The report also presents an overview of major trends in U.S. international goods trade, as well as trends in U.S. freight and port services. It further examines how U.S. international freight activities compare with those of the world’s top economies. The report concludes with a brief discussion of the key factors that are driving change in U.S. and global merchandise trade and freight activities.
KW  - Airlines
KW  - Airports
KW  - Freight traffic
KW  - Freight transportation
KW  - Gross domestic product
KW  - Intermodal transportation
KW  - International trade
KW  - Motor carriers
KW  - Pipeline companies
KW  - Railroads
KW  - Seaports
KW  - Ship lines
KW  - Trend (Statistics)
UR  - http://www.bts.gov/publications/freight_transportation/pdf/entire.pdf
UR  - https://trid.trb.org/view/919282
ER  - 

TY  - CONF
AN  - 01158712
AU  - Yut, Iliya
AU  - Nener-Plante, Derek
AU  - Zofka, Adam
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Case Study on Perpetual Flexible Pavement in Connecticut
PY  - 2010
SP  - pp 519-532
AB  - Route 82 in Connecticut received a 2007 Perpetual Pavement Award from the Asphalt Pavement Alliance (APA). This paper presents a comprehensive look at this pavement, including the construction details from 1971, historical and current traffic volumes, up-to-date performance, and preservation activities applied since the original construction. Pavement performance is shown in terms of the annual trends for cracking collected by the Automatic Road Analyzer (ARAN). The historical trends in pavement deterioration are analyzed and compared with those of similar pavement sections in Connecticut (Route 9) to determine the major factor(s) that contributed the most to the long-lasting service of Route 82. Special emphasis is made on the pavement preservation techniques and their timing.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Benefit cost analysis
KW  - Case studies
KW  - Connecticut
KW  - Crack sealing
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Service life
UR  - http://geotechpedia.com/Publication/Show/2530/CASE-STUDY-ON-PERPETUAL-FLEXIBLE-PAVEMENT-IN-CONNECTICUT
UR  - https://trid.trb.org/view/919244
ER  - 

TY  - CONF
AN  - 01158710
AU  - Tsai, Yichang (James)
AU  - Wu, Yiching
AU  - Guo, Dajin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Integrating Pavement Preservation into a Web-based Chuning Highway Pavement
Management System
PY  - 2010
SP  - pp 133-148
AB  - This paper presents the Chuning Expressway Pavement Management System (Chuning PMS), a web-based PMS integrating the pavement life cycle activities (e.g. design, construction, condition survey, maintenance, etc.) that support pavement preservation strategy and life cycle cost analysis (LCCA). The integration allows the users to track the long-term pavement treatment performance and provide the results to the decision support system. In addition, the web-enabled system provides a common platform for different parties (e.g. pavement engineer, manager, condition evaluation contractor, maintenance contractor, etc.) to share the pavement inventory and efficiently participate in the decision making process. Opened to traffic in 2006, Chuning Expressway is an 84.5-km 4-lane strategic highway connecting the Anhui province and the Nanjing economic region in Jiangsu province in China. The expressway is a typical Private Public Partnership (PPP) project, owned and managed by a private company for 30 years before being transferred to the public. With investment return incentives, the company has supported the development of a PMS to integrate pavement life cycle activities, track pavement treatment methods and corresponding expenditures, perform treatment benefit- cost analysis, and identify the optimal pavement preservation for the system. The system now maintains design documents (plan and profile drawing, pavement structure design, typical section, etc.), pavement survey data (IRI, Falling Weight Deflectometer (FWD), and surface distress data), and detailed truck traffic data (e.g. number of axles and vehicle loads) for establishing a long-term pavement performance forecasting model. With the incorporation of web technology, the Chuning PMS enables engineers to perform a data driven pavement preservation decision-making process by accessing and integrating various data on a common location reference, and allows roadway maintenance to be performed promptly. This paper presents the benefits of developing such a web-based PMS and with a recommendation for future research.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Condition surveys
KW  - Decision support systems
KW  - Falling weight deflectometers
KW  - Jiangsu Sheng (China)
KW  - Life cycle costing
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preservation
KW  - Service life
KW  - Surface treating
KW  - Websites (Information retrieval)
UR  - https://www.pavementpreservation.org/icpp/paper/43_2010.pdf
UR  - https://trid.trb.org/view/919024
ER  - 

TY  - CONF
AN  - 01158707
AU  - Brown, Norman R
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Extending Pavement Life by Forestalling Crack Reflection
PY  - 2010
SP  - pp 219-226
AB  - It is commonly accepted that cracks in aged asphalt pavement will reflect through seal coats and overlays. Pavement fabrics placed under overlays will slow this crack reflection, but not stop it. One contractor’s experience over 25 years of working with this same fabric under a double chip seal, using a modified technique developed through trial and experimentation, has added substantial pavement life at a reduced cost over typical methods of repair used in the industry. In addition, pavement deterioration due to oxidation and stripping has been eliminated due to the inability of air and water to penetrate the surface. This method reduces crack reflection by more than 90% over other alternate methods mainly due to the increased flexibility of the surface through the use of a higher percentage of oil in the total mix. The most surprising aspect of this process is its ability to repair alligatored pavement without removing and replacing the damaged pavement.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Alligator cracking
KW  - Asphalt pavements
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Reflective cracking
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/24_2010.pdf
UR  - https://trid.trb.org/view/919034
ER  - 

TY  - CONF
AN  - 01158706
AU  - Rushing, John F
AU  - Falls, Anthony J
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Field Performance of Asphalt Surface Treatments on Airfields
PY  - 2010
SP  - pp 365-376
AB  - The U.S. Army Engineer Research and Development Center recently began a research project to evaluate pavement preservation techniques for asphalt pavements on airfields. Three field sites were selected for testing. Field sites represented the following three climatic regions: hot and wet, hot and dry, and cold. Each of the test sites was on a taxiway or parking apron pavement on an Army airfield. Commercially available products marketed for pavement preservation were placed at each site. Existing pavements were in good condition, and all exhibited only minor longitudinal or transverse cracking and limited weathering. Preliminary data were collected by evaluating pavement surface properties and by extracting pavement cores prior to placement of the surface treatment. Additional tests were performed after product placement. Annual evaluations will provide comparable data to quantify the benefit of the treatment based on its ability to reduce environmental distresses.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Air bases
KW  - Airport runways
KW  - Field tests
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Preservation
KW  - Seal coats
KW  - Slurry seals
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/48_2010.pdf
UR  - https://trid.trb.org/view/919213
ER  - 

TY  - CONF
AN  - 01158705
AU  - le Bouteiller, Etienne
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Asphalt Emulsions for Sustainable Pavements
PY  - 2010
SP  - pp 627-640
AB  - Asphalt emulsions are mainly used for pavement maintenance, including both surface maintenance (e.g. surface dressing, micro surfacing) and structure maintenance (e.g. cold in-place recycling, gravel emulsion). Versatile and adaptable, asphalt emulsion techniques can be used in a wide variety of situations and are very attractive from an economic viewpoint. These techniques are well known and enjoy ongoing improvements through the use of new chemistry, new formulae and design, not to mention new manufacturing and laying equipment. Beyond pavement maintenance and sustainable pavements, asphalt emulsions contribute to sustainable development by reducing energy consumption and emissions of greenhouse gases. Models have been developed and assessed that show the positive impact of the use of asphalt emulsions on these parameters, fully in line with the “Declaration on Environment and Climate Change” adopted by the Group of 8 (G8) in June 2008.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Climate change
KW  - Energy consumption
KW  - Environmental impacts
KW  - Greenhouse gases
KW  - Pavement maintenance
KW  - Pollutants
KW  - Sustainable development
KW  - Sustainable pavements
KW  - Texture
UR  - https://www.pavementpreservation.org/icpp/paper/77_2010.pdf
UR  - https://trid.trb.org/view/919251
ER  - 

TY  - CONF
AN  - 01158704
AU  - Tsai, Yichang (James)
AU  - Purcell, Roger C
AU  - Li, Feng
AU  - Rabun, J T
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - How Long Will Asphalt Pavement Last?
PY  - 2010
SP  - 177-188
AB  - The Georgia Department of Transportation (GDOT) has applied low-cost, preventive maintenance, including resurfacing, to preserve its 18,000+ centerline-mile (33,354 km) pavement system since 1986. However, due to funding shortfalls, an increasing number of GDOT’s resurfacing projects have been delayed, which could shorten pavement life and require more expensive treatments in the future. Thus, there is a need to study the effectiveness of pavement preservation and to explore the extent of pavement preservation delay in the actual operations because these studies are essential for life-cycle cost analysis, for developing a reliable forecasting model, and for establishing the framework for a pavement preservation delay impact study in order for state departments of transportation (DOTs) to scientifically justify the necessary pavement preservation funding. In response to this need, GDOT has sponsored the Georgia Institute of Technology to study the state’s pavement performance, using 22 years of pavement performance data. The results show that the average life of resurfaced pavements is about 9.4 years, but the actual average resurfacing project occurs at 11.4 years, a two-year lag. More than 67 percent of resurfacing projects are being delayed by more than one year, which is a serious pavement maintenance problem. This study reveals GDOT pavements’ actual performance and suggests the research necessary for dealing with the pavement maintenance problem.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt pavements
KW  - Finance
KW  - Financial analysis
KW  - Georgia
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Resurfacing
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/42_2010.pdf
UR  - https://trid.trb.org/view/919030
ER  - 

TY  - CONF
AN  - 01158702
AU  - Sims, Tammy Booker
AU  - Zhang, Zhanmin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Texas Pavement Performance and Maintenance Management System
PY  - 2010
SP  - pp 149-160
AB  - How we fund and plan the preservation of our transportation infrastructure is clearly at a crossroads. The needs of the system are rising yet our ability to adequately fund pavement preservation is in doubt. Over the past few years the US economy has faced numerous challenges such as inflation and rising oil and energy prices. The state of today’s economy is presenting new challenges for transportation agencies. Whether the challenges are the uncertainties about the short-run cyclical performance of the economy, or projected long-term budget constraints, it is of fundamental importance that the pavement asset be preserved. Solid and sustained pavement preservation is a necessary foundation for a sound infrastructure. Because of funding constraints, there has been increasing incentive to develop an effective budget allocation process for managing and preserving our pavements. Knowing when a pavement needs to be treated is one thing; carrying out a cost-effective treatment on time within a constrained budget is another matter. The Texas Department of Transportation and the University of Texas at Austin Center for Transportation Research are developing a program that performs multi-year, long-term pavement preservation and rehabilitation needs analysis subject to funding availability and performance requirements. The Pavement Performance and Maintenance Management System (PPMM) is a Web-based GIS application that uses existing data from a Pavement Management System database for the monitoring and analysis of current pavement performance as well as for the estimation of current and future maintenance and rehabilitation needs of the pavement. The system utilizes historical pavement performance data and allows the performance of scenario analysis on multi-year pavement needs. The Performance Monitoring component of the PPMM System allows the selection of highway sections or entire networks to visualize historic pavement performance parameters based on ride, distress and condition. The system will sort highway sections into one of three different attention categories based on a user defined network classification matrix. The Maintenance Management component allows the user to specify the pavement network of interest and a budget to determine the best way to spend funds by a ranking method and an allocation algorithm which relies on a user-controlled policy matrix. The ranking method assigns priority to sections with small ride score values, small distress score values, and large annual average daily traffic values. The Budget Planning Tool within the Maintenance Management component helps to predict the necessary budget for the future predicted performance of a pavement to equal an acceptable overall target condition level over an extended planning period. It also uses a user-controlled policy matrix with associated costs, a user-controlled improvement matrix for sections receiving treatment, and a family of pavement deterioration models for system deterioration at the end of each planning year. Preserving a pavement system at an acceptable level of service with constrained budgets is always a challenge for every transportation agency. A pavement preservation and rehabilitation needs analysis system provides a valuable tool for achieving cost effective management of network pavement preservation and performance.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Annual average daily traffic
KW  - Finance
KW  - Financial analysis
KW  - Maintenance management
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - State departments of transportation
KW  - Texas
UR  - https://www.pavementpreservation.org/icpp/paper/13_2010.pdf
UR  - https://trid.trb.org/view/919025
ER  - 

TY  - CONF
AN  - 01158699
AU  - Hein, David K
AU  - Rao, Shreenath
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rational Procedures for Evaluating the Effectiveness of Pavement Preservation Treatments
PY  - 2010
SP  - pp 117-130
AB  - This paper outlines procedures that can be used to evaluate the cost-effectiveness of various preventive maintenance (PM) treatments for extending the life of flexible and composite (overlaid) pavements. Pavement history and condition data collected between 1985 and 2007 were analyzed to develop performance models for different PM treatments. The performance models and pavement condition rating thresholds for applying PM treatments and hot-mix asphalt (HMA) overlays were used to estimate treatment and overlay service life and evaluate their cost-effectiveness for different pavement types, traffic levels and pavement condition prior to treatment or overlay. Life-cycle cost and cost-benefit analyses were conducted using a 35-year analysis period and a range of discount rates. The performance regression models show that thin overlays last longer than chip seal and microsurfacing. In general, PM treatments on pavements in good condition last 1 to 2 years longer than PM treatments on pavements in fair condition. PM treatments for pavements with lower traffic last 0.5 to 1.5 years longer than PM treatments for pavements with high traffic. In most cases, PM treatment on flexible pavements last 0.5 to 1.5 years longer than PM treatments on composite pavements. The cost analyses show that many PM treatments are cost-effective compared to HMA overlays, particularly if performed when the pavement condition prior to treatment is fair.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Benefit cost analysis
KW  - Composite pavements
KW  - Cost effectiveness
KW  - Flexible pavements
KW  - Hot mix asphalt
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
UR  - https://www.pavementpreservation.org/icpp/paper/28_2010.pdf
UR  - https://trid.trb.org/view/919023
ER  - 

TY  - CONF
AN  - 01158698
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Compendium of Papers from the First International Conference on Pavement Preservation
PY  - 2010
SP  - 641p
AB  - This conference brought together researchers and experts working in the field of pavement preservation to exchange ideas, share best practices, and discuss critical issues and concerns impacting the implementation and success of pavement preservation theory and practice. International experts presented on more than 40 topics, including case studies describing pavement preservation projects from transportation agencies, industry, and international organizations. An exhibit hall was open during the conference.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asset management
KW  - Chip seals
KW  - Flexible pavements
KW  - Greenhouse gases
KW  - Long-Term Pavement Performance Program
KW  - Maintenance management
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavement preservation
KW  - Performance based maintenance contracting
KW  - Resource allocation
KW  - Service life
KW  - Surface treating
KW  - Texture
UR  - http://www.gbv.de/dms/tib-ub-hannover/657850209.pdf
UR  - https://trid.trb.org/view/919010
ER  - 

TY  - CONF
AN  - 01158697
AU  - Shirazi, Hamid
AU  - Carvalho, Regis L
AU  - Ayres, Manuel
AU  - Selezneva, Olga I
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Statistical Analysis of LTPP SPS-3 Experiment on Preventive Maintenance of Flexible Pavements
PY  - 2010
SP  - pp 533-546
AB  - This paper describes the evaluation of preventive treatments in mitigating the rate of distress propagation in flexible pavements. The analysis was based on data from preventive maintenance treatments data collected in the Long Term Pavement Performance (LTPP) program. Data were obtained from 81 sites across the United States and Canada that was part of the specific pavement experiments (SPS-3). SPS-3 was designed to monitor the performance of four treatments: thin overlay, chip seal, crack seal and slurry seal under different design conditions. Design conditions considered were precipitation, temperature, traffic, subgrade materials and pavement condition prior to applying preventive treatment. Fatigue cracking, rutting and longitudinal roughness data collected during the LTPP program were used to compare the overall performance of different treatments. A weighted average index was defined to represent the overall performance of the sections over the years. Statistical techniques were used to compare the effectiveness of each treatment in relation to others and the control section, which did not receive any treatment. Conclusions from the analyses indicated that thin overlay and chip seal are effective treatment options for most design conditions with respect to fatigue cracking. Thin overlay outperforms other treatments in most design conditions with respect to rutting and in some cases with respect to roughness. The difference between the performance of crack seal, slurry seal and control section was not found to be statistically significant with respect to any distress type and design factor.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Chip seals
KW  - Crack sealing
KW  - Data collection
KW  - Flexible pavements
KW  - Long-Term Pavement Performance Program
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Rutting
KW  - Slurry seals
KW  - Statistical analysis
KW  - Subgrade (Pavements)
UR  - https://www.pavementpreservation.org/icpp/paper/110_2010.pdf
UR  - https://trid.trb.org/view/919245
ER  - 

TY  - CONF
AN  - 01158689
AU  - Hein, David K
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Guidelines for the Implementation of a Pavement Preservation Program for Municipal Pavements in Canada
PY  - 2010
SP  - pp 579-592
AB  - Preserving municipal pavement infrastructure is paramount to insuring viable transportation of people and goods. It requires increasing investments because of the increasing size of roadway networks and increasing commercial vehicle loading. Preventive pavement maintenance is important for preserving municipal road infrastructure. Preventive maintenance treatments prevent premature deterioration of the pavement, retard the progression of pavement defects, and cost-effectively extend the life of the pavement. A preventive maintenance treatment is not determined by the type of treatment, but by the reason the treatment is performed. For cost-effective preventive maintenance it is necessary to apply the right treatment to the right pavement at the right time. The objective is to identify the pavement sections that would benefit most from preventive maintenance, make the identification in a timely manner and select the most beneficial treatment. The development and implementation of a preventive maintenance program often requires substantial management and technical changes. It should be done in a collaborative manner and should be supported by training and educational activities. To succeed, a preventive maintenance program requires a long-term commitment, ongoing improvements and the documentation and reporting of program benefits. This paper outlines eight basic steps involved in developing and implementing a pavement preservation program for a municipal agency to apply and evaluate the success of pavement preservation treatments.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Canada
KW  - Cost effectiveness
KW  - Heavy duty vehicles
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/29_2010.pdf
UR  - https://trid.trb.org/view/919248
ER  - 

TY  - CONF
AN  - 01158685
AU  - Shimazaki, Masaru
AU  - Konno, Michito
AU  - Takahashi, Mitsuhiko
AU  - Kasahara, Atsushi
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Development of High Performance Asphalt for Prevention of Reflective Cracking
PY  - 2010
SP  - pp 227-245
AB  - Many methods for prevention of reflective cracking by use of sheets, grids or stress absorbing membranes have been applied for the existing concrete slab pavements or asphalt pavements with severe cracks. Stone Mastic Asphalt (SMA) with high performance asphalt is developed for prevention of reflective cracking. The asphalt is 177 in penetration and 84 degree Celsius in softening point (TR&B). It is modified asphalt with a high-content SBS and a small amount of newly developed additive. The m-value by BBR test of the asphalt is twice that of conventional SBS-modified asphalt. The SMA with the developed asphalt is high in stress absorbing capacity and flexibility as well as in rutting resistance. The number of load cycles to rupture by flexural fatigue test of the SMA with this asphalt is over 200 times as great as that of the SMA with a conventional modified asphalt. Two test pavement sections were built in August 2003 on a national highway in Niigata Prefecture. The objective of the test was to observe asphalt overlays on concrete slab pavements. The thickness of concrete pavement was designed for 1,000 heavy vehicles per day. One of the test sections consisted of a 6-cm thick SMA and the other consisted of a 3-cm thick dense graded asphalt concrete plus a 3-cm thick stress absorbing membrane interlayer (SAMI) on the concrete slab. Four years after overlaying, an inspection of reflective cracking was performed. The percentage of reflective cracking was 0.1% in the SMA section and 10.2% in the SAMI section. From these observations, it could be concluded that the SMA with the developed high performance Asphalt might be useful for overlays to prevent reflective cracking on concrete pavements.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete
KW  - Concrete pavements
KW  - High performance concrete
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Reflective cracking
KW  - Rutting
KW  - Stone matrix asphalt
UR  - https://www.pavementpreservation.org/icpp/paper/71_2010.pdf
UR  - https://trid.trb.org/view/919036
ER  - 

TY  - CONF
AN  - 01158684
AU  - Christensen, Julie
AU  - Skinner, Mike
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Communicating Budget Funding Solutions with Top Level and Elected Officials to Maintain
Pavement Preservation Programs
PY  - 2010
SP  - pp 63-72
AB  - The value of implementing a pavement preservation program for municipal infrastructure systems is well documented. From a roadway supervisor for a rural county to the Chief Engineer of a State Department of Transportation, all agree that pavement preservation activities are the most effective use of limited budgetary dollars to maintain roadway serviceability. However, top level decision makers are generally not well informed of the extreme benefits of preservation programs. In times of government fiscal crisis and revenue shortfalls, these programs funds can be significantly reduced, temporarily suspended or reallocated. Pavement Preservation Program Managers need to inform the top level decision makers of the key importance of these programs and offer realistic solutions to their fiscal/budget crisis. One funding solution available is a program prioritization analysis. Input is gathered from municipal staff, leaders, and most importantly, the citizens, to rank government programs in order of importance and then split into Priority Tiers (e.g., top 25%, next 25%, etc.). Program budgets can then be realistically addressed. Instead of across the board budget cuts to all programs, lower Tier programs should be impacted before Tier 1 and 2 programs (Transportation services are typically listed in Tier 1). This paper will highlight a case study of how Jefferson County, Colorado, performed a county-wide Program Prioritization analysis in 2008 and addressed their projected budget shortfall with respect to their transportation needs and spending.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Budgeting
KW  - Decision making
KW  - Elected officials
KW  - Finance
KW  - Financial analysis
KW  - Highway maintenance
KW  - Jefferson County (Colorado)
KW  - Pavement maintenance
KW  - Pavement preservation
UR  - http://www.co-asphalt.com/documents/Webinar/Funding%208-5-10/Communicating%20Budget%20Funding%20Solutions%20Paper.pdf
UR  - https://trid.trb.org/view/919018
ER  - 

TY  - CONF
AN  - 01158681
AU  - Shuler, Scott
AU  - Lord, Anthony
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Determining Time to Uncontrolled Trafficking After Chip Seal Construction
PY  - 2010
SP  - pp 189-201
AB  - Predicting the strength of the emulsion residue in a chip seal is directly related to when the chip seal can be opened to traffic after construction. This strength is usually judged subjectively during construction by experienced personnel. Unfortunately, this experience is often gained through the empirical process that often leads to vehicle damage when residues that have not gained sufficient strength release chips under traffic loads. This research was conducted to help eliminate the subjectivity involved in determining when a chip seal can be safely opened to traffic without undue chip loss. The study began with the hypothesis that the moisture content of the emulsion-aggregate system was directly related to residue strength. To test this theory a revised version of ASTM D7000 was developed to measure chip loss for four different aggregate sources and five asphalt emulsions using a full-factorial experiment design. Results indicate the amount of water remaining in the emulsion is directly related to residue strength, as expected. Therefore, by establishing the relationship between water content and chip loss in the revised sweep test the time required in the field before traffic is allowed on the fresh chip seal may be estimated in advance. Other results indicate little correlation between emulsion particle charge and aggregate type at the higher moisture loss level tested, but a possible correlation at the lower moisture loss level tested.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Aggregates
KW  - Asphalt emulsions
KW  - Chip seals
KW  - Highway operations
KW  - Road construction
KW  - Sweepers
KW  - Water control
KW  - Windshields
UR  - https://www.pavementpreservation.org/icpp/paper/5_2010.pdf
UR  - https://trid.trb.org/view/919031
ER  - 

TY  - CONF
AN  - 01158680
AU  - Wang, Zhaohua
AU  - Tsai, Yichang
AU  - Pitts, Eric C
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Pavement Preservation: Pay Now or Pay Big Later
PY  - 2010
SP  - pp 85-101
AB  - The Georgia Department of Transportation (GDOT) is one of the leading state departments of transportation (DOTs) that has been performing pavement preservation since the 1980’s. Because of the current funding shortfall, many of GDOT’s pavement maintenance and preservation projects have been delayed or canceled, which will severely impact meeting long-term pavement condition and preservation needs. To effectively communicate with top management and stakeholders about the impacts of funding shortfalls, a Markov-process-based pavement management system was developed to forecast the network-level, long-term pavement conditions and the annual budget need. Historical pavement condition data were used to establish the pavement transition probabilities, which has been calibrated and verified. The ten-year pavement condition forecast showed that the current budget level is insufficient and can extend the pavement condition for only three more years. Even though the current funding allocation is reasonable and comparable to an optimal method, the need analysis showed that the 85-10% requirements for desirable pavement conditions are hard to achieve because of a budget shortfall—$426.4 million—in FY 2008, which is two times more than the current budget (if the total available budget is $185.1 million). Considering the escalation rate of construction costs (assumed to be 18.1%), $1.668 billion will be needed in FY 2017. The methodology proposed in this paper can be used by DOTs to communicate with top management and stakeholders as they seek to secure necessary pavement preservation budgets. Recommendations on future research were also discussed.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Condition surveys
KW  - Finance
KW  - Financial analysis
KW  - Georgia
KW  - Markov processes
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement preservation
KW  - Preservation
UR  - https://www.pavementpreservation.org/icpp/paper/41_2010.pdf
UR  - https://trid.trb.org/view/919020
ER  - 

TY  - CONF
AN  - 01158678
AU  - Luhr, David R
AU  - Kinne, Chuck
AU  - Uhlmeyer, Jeffrey S
AU  - Mahoney, Joe  P.
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - What We Don’t Know About Pavement Preservation
PY  - 2010
SP  - pp 611-625
AB  - Any economical extension of pavement service life has a significant benefit for long-term life-cycle costs. Preventive maintenance activities can substantially extend the pavement service life (or keep it from prematurely failing). The simple concept of higher costs for deferred maintenance becomes more difficult when the objective is quantifying the cost tradeoffs, and selecting among maintenance alternatives. The focus of this paper is to examine why this task is difficult, and to evaluate what we need to learn in order to improve the procedures for analyzing maintenance tradeoffs. The paper will be limited to asphalt concrete pavements (ACP), but the concepts are very similar for portland cement concrete pavements (PCCP). Current budget constraints in Washington State necessitate the development of new strategies with regard to preventive maintenance. Even if the optimum long-term rehabilitation plan for a particular section of roadway calls for a capital construction rehabilitation project, there may not be funds available to complete the construction. This situation has resulted in the development of preventive maintenance strategies for the purpose of delaying or avoiding capital construction spending. These strategies include: (1) addressing early distress, (2) correcting short distressed sections, (3) maintaining and “holding” sections that are currently due for rehabilitation, and (4) integrating preventive maintenance with rehabilitation strategies.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asphalt pavements
KW  - Life cycle costing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Preservation
KW  - Preventive maintenance
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/22_2010.pdf
UR  - https://trid.trb.org/view/919250
ER  - 

TY  - CONF
AN  - 01158676
AU  - Henderson, Vimy
AU  - Tighe, Susan Louise
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Developing Sustainable Design, Construction, and Maintenance Techniques for Cold Climate Pervious Concrete Pavements
PY  - 2010
SP  - pp 427-446
AB  - Pervious concrete is a low impact, environmentally friendly and sustainable paving option for low volume, low speed applications. Pervious concrete has been in use in warm climates for decades however use in freeze-thaw climates such as Canada has been limited. The Center for Pavement and Transportation Technology (CPATT) at the University of Waterloo, the Cement Association of Canada and industry members have partnered together to advance and better understand the performance of pervious concrete in Canada. The project includes laboratory and field testing at locations across Canada. The ability to produce a material that will continue to perform in the future is the goal and is being evaluated from the material selection stage through to rehabilitation methods. Material choices and construction methods are being analyzed in current placements to determine what techniques produce sustainable pervious concrete. Performance in the field and accelerated testing in the laboratory is ongoing to assess the effects of freeze-thaw cycles, various loading and winter maintenance. Permeability rehabilitation techniques are being carried out on the field test areas and the results will be essential in planning future maintenance programs. The permeability of the test sites is presented in this paper including rehabilitation methods used to increase the permeability rates. The methods evaluated to date are simple and practical for personal use to larger scale applications. Rinsing of the surface using a low pressure water source proved to be effective in renewing permeability without damaging the surface. Sweeping of the surface alone or in conjunction with other rehabilitation methods was effective as well. The sites included in this project are performing well with no distresses developing due to freeze-thaw cycling at this time. Distress development appears to be a function of mix design characteristics and construction practices, which are both providing valuable information for the future use of pervious concrete pavement in Canada. The objective of this project is to develop a sustainable pervious concrete that is suitable for the Canadian freeze-thaw climate.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Canada
KW  - Freeze thaw durability
KW  - Frigid regions
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Permeability
KW  - Porous pavements
KW  - Winter maintenance
UR  - https://www.pavementpreservation.org/icpp/paper/36_2010.pdf
UR  - https://trid.trb.org/view/919236
ER  - 

TY  - CONF
AN  - 01158675
AU  - Gransberg, Douglas D
AU  - Scheepbouwer, Eric
AU  - Tighe, Susan Louise
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Performance-Specified Maintenance Contracting: The New Zealand Approach to
Pavement Preservation
PY  - 2010
SP  - pp 103-116
AB  - Performance-specified maintenance contracting (PSMC) for pavement preservation it is used routinely by international roading agencies with much success. PSMC changes the definition of pavement preservation and maintenance success from “minimize cost” to “maximize value.” This paper reviews the PSMC experience found in New Zealand and compares it to the US experience. It finds that the US is handicapped by the federal funding delineation between construction and maintenance versus New Zealand’s holistic approach to pavement preservation that does not differentiate between the two. The paper details two variations to the New Zealand PSMC and finds that the hybrid PSMC model is very similar to Construction Manager/General Contractor project delivery in the US and might to furnish an attractive structure to pilot a US project that bridges the construction and maintenance line.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Alternatives analysis
KW  - New Zealand
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Performance based maintenance contracting
KW  - Preservation
KW  - Project delivery
KW  - United States
UR  - https://www.pavementpreservation.org/icpp/paper/123_2010.pdf
UR  - https://trid.trb.org/view/919021
ER  - 

TY  - CONF
AN  - 01158672
AU  - Liu, Litao
AU  - Manepalli, Vikranth S
AU  - Gedafa, Daba S
AU  - Hossain, Mustaque
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Cost Effectiveness of Ultrathin Bonded Bituminous Surface and Modified Slurry Seal
PY  - 2010
SP  - pp 317-329
AB  - Thin surfacing has been touted as one of the most cost-effective measures that can extend the life of existing pavements. Thin surfacing like ultrathin bonded bituminous surface (UBBS) and modified slurry seal (MSS) are being increasingly used by many states. However, the cost-effectiveness of these treatments is not precisely known. Performance data for UBBS and MSS from 1992 to 2007 was obtained from the Pavement Management Information System (PMIS) maintained by the Kansas Department of Transportation (KDOT). Roughness, rutting, fatigue, and transverse cracking are the various distresses that were considered in this study. Service lives of MSS and other thin surface treatments, such as thin overlays, have been determined. The average service life of MSS on the Kansas State highway system is 4.7 years. The service life of UBBS could not be determined since no action has been taken since its initial application. There is a significant reduction in roughness, rut depth, fatigue and transverse cracking due to UBBS and MSS initially after treatment. A sharp drop-off in effectiveness is observed after a couple of years in service. Sometimes thin overlays perform equally, if not better, than both. However, modified slurry seal costs as much as two-inch overlays in terms of equivalent uniform annual cost.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Aggregates by shape and surface texture
KW  - Bituminous pavements
KW  - Cracking
KW  - Microsurfacing (Surface treating)
KW  - NovaChip
KW  - Pavement management systems
KW  - Service life
KW  - Slurry seals
KW  - Texture
KW  - Ultrathin bonded wearing course
UR  - https://www.pavementpreservation.org/icpp/paper/69_2010.pdf
UR  - https://trid.trb.org/view/919210
ER  - 

TY  - CONF
AN  - 01158669
AU  - Yildirim, Yetkin
AU  - Yurttas, Yusuf
AU  - Boz, Ilker
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Service Life of Crack Sealants
PY  - 2010
SP  - pp 377-392
AB  - Crack sealing is vital for the preservation of a pavement and has long been regarded as a necessary annual procedure. However, with limited maintenance budgets and increasing labor and material costs, it is essential that pavement preservation agencies make the most efficient treatment decisions. Road agencies must consider the service life for the crack sealant material that is to be applied if the cost-saving potential of this treatment is to be fully realized. Evaluating the service life of potential crack sealant materials gives these local agencies the ability to choose the most cost-effective preservation treatment for their particular roadway. A study conducted by the Texas Pavement Preservation Center at the University of Texas at Austin measured the service life of hot pour and cold pour crack sealants which are the most commonly used ones by the Texas Department of Transportation (TxDOT). Over the course of three years, the study tested seven different types of sealants: three cold pour sealants and four hot pour sealants, on 33 test sections. The treatment effectiveness of these sealants was measured with regard to the percent failure of the sealed crack. If the treatment effectiveness fell below 80%, the sealant had “failed” and reached the end of its service life. The cold-poured crack sealants used in this study showed a service life of 10 – 16 months, while the hot-poured crack-sealants used in this study demonstrated a service life of 26 – 42 months based on an 80% effectiveness threshold.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Cost effectiveness
KW  - Crack sealants
KW  - Pavement maintenance
KW  - Pouring
KW  - Preservation
KW  - Sealing compounds
KW  - Service life
KW  - Texas
UR  - https://www.pavementpreservation.org/icpp/paper/19_2010.pdf
UR  - https://trid.trb.org/view/919218
ER  - 

TY  - CONF
AN  - 01158666
AU  - Miner, John
AU  - Davis, Lita
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - “Going Green” with Textile Interlayers: How to Apply with Pavement Preservation
PY  - 2010
SP  - pp 277-295
AB  - The ultimate responsibility of public agencies is to recognize they are the trustee of the taxpayers’ money and are required to use sound engineering judgment in determining what is best, in the short term and long term, for preserving the public road system. The current demand is to go “going green”; some practitioners address this need by recycling materials whenever possible - in some cases this may be the best solution. Other practitioners are considering other ways to preserve the existing pavement, including material and natural resources, as another and possibly better alternative. In either case, practitioners realize the need to “go green” and are considering numerous alternatives to identify sound engineering judgments in their effort to preserve roadways. Textile interlayers (paving fabrics) have existed since the mid-1960s and private industry has introduced a “green paving fabric” to meet the current demand facing public agencies. Textile interlayers are recognized as a viable product and AASHTO and State DOTs have developed guidelines to assist agencies, at all levels, in its proper use and selection. This paper will help public agencies evaluate how the use of paving fabrics (conventional and green) can be used as a pavement preservation strategy because of its ability to address distresses in a pavement surface, and also preserve the structural integrity of a roadway. The reader will also learn how the use of paving fabrics are environmentally sensitive from manufacturing to placement, preserve material and natural resources, and are a recyclable product as well.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Environmental impacts
KW  - Fabrics
KW  - Green
KW  - Greenhouse effect
KW  - Pavement layers
KW  - Structural analysis
KW  - Textiles
UR  - http://s3.amazonaws.com/zanran_storage/www.techtransfer.berkeley.edu/ContentPages/107656701.pdf
UR  - https://trid.trb.org/view/919040
ER  - 

TY  - CONF
AN  - 01158665
AU  - Chehovits, Jim
AU  - Galehouse, Larry
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Energy Usage and Greenhouse Gas Emissions of Pavement Preservation Processes for
Asphalt Concrete Pavements
PY  - 2010
SP  - pp 27-42
AB  - Use of pavement preservation treatments extends the remaining service life of asphalt concrete pavements. These treatments typically include spray applied surface seals, thin overlays, crack treatments, chip seals, slurry seal/micro surfacing, surface recycling and others. Each preservation treatment reduces damaging effects of aging and deterioration of the pavement surface layer and helps protect the integrity of the underlying pavement structure. If proactive preservation treatments are not used, pavements deteriorate more rapidly and require major rehabilitation with structural overlays or reconstruction much earlier. Every type of pavement strategy requires a series of energy using processes that impacts greenhouse gas emissions. Pavement rehabilitation and reconstruction require large amounts of energy to obtain and process raw materials, transport, mix and apply the final product, while pavement preservation processes require much less energy to apply the final product to the road surface. This paper presents information on energy usage per unit area by comparing pavement life extensions of pavement preservation treatments to typical design lives of reconstruction and rehabilitation techniques. Results show that pavement preservation treatments have significantly reduced energy use and greenhouse gas emissions compared to traditional rehabilitation and reconstruction strategies.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Chip seals
KW  - Energy consumption
KW  - Greenhouse gases
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement preservation
KW  - Service life
KW  - Slurry seals
KW  - Sustainable development
UR  - https://www.pavementpreservation.org/icpp/paper/65_2010.pdf
UR  - https://trid.trb.org/view/919015
ER  - 

TY  - CONF
AN  - 01158663
AU  - Zulakmal, Sufian
AU  - Nafisah, A Aziz
AU  - Najib, Abdullah Mohd
AU  - Zin, Hussain Mat
AU  - Yazip, Matori Mohd
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Construction and Performance of Recycled Roller Compacted Concrete Pavement
(RCCP) in Malaysia
PY  - 2010
SP  - pp 481-492
AB  - Roller Compacted Concrete Pavement (RCCP) forms part of the road network linking dwellers in major oil palm plantation. These roads carry low traffic volume of less than 1000 vehicle per day which includes heavy vehicles carrying palm fruits and timber logs. These heavy vehicles have high axle loads of up to 16 tons. The design life of RCCP is normally up to 40 years. It is common practice in Malaysia to rehabilitate failed RCCP either by granular overlay or reconstruction. However, recycling technique has recently been introduced to treat failed RCCP as part of a comprehensive study on full depth Cold In-Place Recycling (CIPR). This paper presents the findings of a study on RCCP which was rehabilitated using the CIPR and conventional technique of granular overlay. Various stabilizing agents namely foamed bitumen, emulsion, cement and hydrated lime were used in the CIPR technique. This paper also highlights the tests involved in pavement evaluation carried out before and after construction, structural and mix design, as well as construction of the rehabilitated pavement. It was observed that minor and isolated cracks appeared as early as 12 months after construction on the foamed bitumen and emulsion treated sections. Whereas, for the cement and hydrated lime treated sections, similar degree of cracks appeared only after 36 months. The control section has not exhibited any crack. No rutting was observed on all sections. The International Roughness Index (IRI) measured 6 months after construction ranged between 2.0-2.5 m/km. After 36 months the IRI values had increased to between 2.5-3.5 m/km, with the cement treated section being the highest and the foamed bitumen section being the lowest. Based on the Falling Weight Deflectometer (FWD) test carried out 6 months after the construction, it was found that all treatments had reduced the pre-construction central deflection values of between 400-800 μm (microns) to between 250-380 μm. From 6 to 24 month period, the central deflections reduced further before they started to increase. After 36 month the control section had the highest central deflection while the foamed bitumen treated section had the lowest value. The monitored performance up to 36 months indicated that in general all sections performed similarly. Therefore, it could be concluded that the recycling technique provide a viable and cost effective option to rehabilitate RCCP.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Axle loads
KW  - Cast in place concrete
KW  - Cold in-place recycling
KW  - Falling weight deflectometers
KW  - Heavy duty vehicles
KW  - International Roughness Index
KW  - Low volume roads
KW  - Malaysia
KW  - Overlays (Pavements)
KW  - Recycled materials
KW  - Roller compacted concrete pavements
KW  - Roughness
UR  - https://www.pavementpreservation.org/icpp/paper/57_2010.pdf
UR  - https://trid.trb.org/view/919241
ER  - 

TY  - CONF
AN  - 01158662
AU  - Parkison, R Lowell
AU  - Chehovits, Jim
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Innovations and Successes of Hot Applied Mastic Patching Materials for Asphalt and
Portland Cement Concrete Pavements
PY  - 2010
SP  - pp 203-
AB  - Voids in the form of potholes, depressions, fractures and saw cuts are present in pavements. These voids must be patched or otherwise repaired to maintain a smooth and safe pavement. Many times these voids occur at or over moving joints or cracks. The joints or cracks involved in the voids have temperature induced horizontal movements, or traffic induced, load related vertical movements. These movements cause subsequent failure of the traditional more rigid materials used most often in large repairs. Standard sealant products cannot be used if these voids are larger than 1 ½ inches because of the sealants lack of load carrying capability. Hot applied mastic patching materials are flowable, aggregate filled, flexible binder materials which are applied as a voidless mass in the repair areas to restore the pavement ride. The mastic materials are designed with flexible binders to handle movements which occur because of the underlying crack or joint. The binder can be varied in stiffness and extension capabilities for the various temperatures and movements necessary and the aggregate can be varied in size and percentage for thickness and stability requirements. This paper will review some of the innovations in the formulations of these materials and the novel uses. It will also cover the documented successes of Hot applied mastic patching materials.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Cracking of asphalt concrete pavements
KW  - Hot mix asphalt
KW  - Patching
KW  - Pavement maintenance
KW  - Portland cement concrete
KW  - Ride quality
KW  - Texture
KW  - Traffic loads
UR  - https://www.pavementpreservation.org/icpp/paper/126_2010.pdf
UR  - https://trid.trb.org/view/919033
ER  - 

TY  - CONF
AN  - 01158661
AU  - Riemer, Caleb
AU  - Gransberg, Douglas D
AU  - Zaman, Musharraf M
AU  - Pittenger, Dominique
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Comparative Field Testing of Asphalt and Concrete Pavement Preservation Treatments in Oklahoma
PY  - 2010
SP  - pp 447-460
AB  - This paper reviews and discusses the interim results from the first year of a three-year pavement preservation research project. The project builds on research done in Australia and New Zealand by conducting a long-term study of 23 methods to restore pavement skid resistance by retexturing the existing surface with either a surface treatment, chemical treatment, or a mechanical process and furnish the Oklahoma Department of Transportation (ODOT) with the technical engineering data for each treatment coupled with an economic analysis of the costs and benefits associated with each treatment. The project is designed to furnish ODOT pavement managers the required information to make rational engineering decisions based on both physical and financial data for the use of potential pavement preservation tools, evaluated in the field under identical traffic and environmental conditions, over the same period by an impartial investigator. The paper concludes that the combination of skid resistance, macrotexture, and financial data provide a powerful tool to assist pavement preservation engineers in selecting the appropriate treatment for a given road.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Australia
KW  - Benefit cost analysis
KW  - Field tests
KW  - New Zealand
KW  - Oklahoma
KW  - Pavement maintenance
KW  - Preservation
KW  - Skid resistance
KW  - Surface treating
KW  - Texture
UR  - https://www.pavementpreservation.org/icpp/paper/124_2010.pdf
UR  - https://trid.trb.org/view/919238
ER  - 

TY  - CONF
AN  - 01158660
AU  - Kumar, Praveen
AU  - Gupta, Ankit
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Case Studies on Failure of Bituminous Pavements
PY  - 2010
SP  - pp 505-518
AB  - Pavement failure is defined in terms of decreasing serviceability caused by the development of cracks and ruts. Before going into the maintenance strategies, we must look into the causes of failure of bituminous pavements. Failures of bituminous pavements are caused due to many reasons or combination of reasons. Application of correction in the existing surface will enhance the life of maintenance works as well as that of strengthening layer. It has been seen that only 3 parameters i.e. unevenness index, pavement cracking and rutting are considered while other distresses have been omitted while going for maintenance operations. Along with the maintenance techniques there are various methods for pavement preservation which will help in enhancing the life of pavement and delaying of its failure. The purpose of this study was to evaluate the possible causes of pavement distresses, and to recommend remedies to minimize distress of the pavement. The paper describes lessons learnt from pavement failures and problems experienced during the last few years on a number of projects in India. Based on the past experiences various pavement preservation techniques and measures are also discussed which will be helpful in increasing the serviceable life of pavement.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Bituminous pavements
KW  - Case studies
KW  - Failure
KW  - Pavement cracking
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Preservation
KW  - Ruts (Pavements)
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/52_2010.pdf
UR  - https://trid.trb.org/view/919243
ER  - 

TY  - CONF
AN  - 01158659
AU  - Romell, Theresa
AU  - Tan, Sui
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Regional Asset Management Efforts and a Performance-Based Approach to Local Streets and Roads Funding Allocation
PY  - 2010
SP  - pp 45-61
AB  - Often when allocating funds to local agencies for street maintenance and rehabilitation, a metropolitan planning agency (MPO) will employ a “fix-the-worst-street-first” approach or will allocate funds based solely on which agency has the worst roads and thereby the greatest financial need. If alternatively, a pavement preservation approach can be adopted, the cost savings for the region can be substantial. The objective of this paper is to describe the process the Metropolitan Transportation Commission (MTC) successfully uses to practice asset management at the regional level and include preventive maintenance practices as a performance measure for allocating federal funds to local agencies. Having all 109 jurisdictions in the San Francisco Bay Area region using one common pavement management software – StreetSaver®, has made it possible to gauge the conditions and funding needs of the region’s local streets and roads easy. It also allows for the setting of performance targets and the measuring of progress towards those targets. Further, the use of a common pavement management system by all Bay Area local jurisdictions allows MTC to monitor maintenance activities and credit local agencies that employ positive preventive maintenance strategies. This paper will discuss the asset management program that MTC has in place for the region’s streets and roads and will provide a detailed description of how MTC has incorporated performance into its funding policies. The intent of this paper is to increase the understanding of how an MPO can use asset management and a performance based funding approach to help preserve local streets and roads.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asset management
KW  - Finance
KW  - Financial analysis
KW  - Metropolitan planning organizations
KW  - Pavement management systems
KW  - Regional planning
KW  - Resource allocation
KW  - San Francisco Bay Area
KW  - Software
UR  - https://www.pavementpreservation.org/icpp/paper/70_2010.pdf
UR  - https://trid.trb.org/view/919016
ER  - 

TY  - CONF
AN  - 01158658
AU  - Brownbridge, Jim
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - The Role of an Asphalt Rejuvenator in Pavement Preservation: Use and Need for Asphalt Rejuvenation
PY  - 2010
SP  - pp 351-364
AB  - An asphalt rejuvenator was introduced in 1960 by the Golden Bear Oil Company. That product was Reclamite®. It has a history of use spanning 50 years. In an era of moderately low price asphalt products, the rejuvenator was ahead of its time. Thousands of laboratory tests and field trials have been performed to determine the best possible formula and procedures for applying an asphalt rejuvenator. There are many methods of surface treatments entailing use of asphalted emulsions with the predominant focus on gluing and binding the aggregate. Rejuvenators are derived from very specific crude stocks and are not as generic in their manufacture, thus on a national level, product availability as well as manufacturer/refiner marketing has impacted limited expansion and use of the products. But…asphalt rejuvenators have been one of the most field tested applications there are. This paper presents the technical components of an asphalt rejuvenator and how they differentiate from generic asphalt emulsions. Discussion is focused on fog seal use of rejuvenators. Long term test results are presented as well as a visual perspective showing the appearance of before and after treatments. Conclusive history shows that a properly formulated asphalt rejuvenator meets stipulated requirements and is a proven method to extend pavement life at a low cost.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Asphalt pavements
KW  - Pavement performance
KW  - Pavement rejuvenators
KW  - Preservation
KW  - Reclaimed asphalt pavements
KW  - Reclamite
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/47_2010.pdf
UR  - https://trid.trb.org/view/919212
ER  - 

TY  - CONF
AN  - 01158656
AU  - Pierce, Linda M
AU  - Mahoney, Joe  P.
AU  - Muench, Stephen T
AU  - Li, Jianhua
AU  - Uhlmeyer, Jeffrey S
AU  - Willoughby, Kim A
AU  - Luhr, David R
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Utilization of Bituminous Surface Treatments for Maintaining Asphalt Concrete Pavements
Due to Restricted Budgetary Constraints in Washington State
PY  - 2010
SP  - pp 73-84
AB  - The Washington State Department of Transportation (WSDOT) has had success with bituminous surface treatments (BST), also known as a seal coat or chip seal, applications for both low volume roads and as a surface treatment for asphalt concrete pavements (ACP). A BST is composed of an application of asphalt binder material (typically an asphalt emulsion) followed by an application of cover aggregate. In recent years, WSDOT, like many state highway agencies, is experiencing budgetary constraints that require maintaining the highway network with fewer available dollars. One option that WSDOT has investigated is the application of BSTs for extending the pavement life of roadways that are routinely surfaced with ACP. Certainly placing a BST over an ACP pavement is by no means unique, however, what will be explained in this paper are the processes used to obtain buy-in from both WSDOT and the hot mix asphalt paving industry, impacts to the overall pavement condition of the highway network, and the anticipated cost savings by appropriately applying BSTs to ACP pavements.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asphalt emulsions
KW  - Bituminous materials
KW  - Budgeting
KW  - Condition surveys
KW  - Hot mix asphalt
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Surface treating
KW  - Washington (State)
UR  - https://www.pavementpreservation.org/icpp/paper/34_2010.pdf
UR  - https://trid.trb.org/view/919019
ER  - 

TY  - CONF
AN  - 01158655
AU  - Stein, B
AU  - Kramer, B
AU  - Kumar, T
AU  - Pyle, T
AU  - Shatnawi, Shakir
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rapid Strength Concrete for Rehabilitation and Improvement of Pavements
PY  - 2010
SP  - pp 411-426
AB  - During the past decade rapid strength concrete (RSC) has been extensively used for rehabilitation and improvement of highways, city streets, and airfields. The authors, who were involved in the development and implementation of RSC, construction methods, and testing procedures and techniques, summarize laboratory and field mix design experience, and illustrate recommended approaches with examples of projects built in California. These examples explain principles of proportioning of RSC with respect to project requirements, site and ambient conditions, and provide field and laboratory test data demonstrating the actual performance of the different types of mixes. The paper contains an overview of factors influencing workability and strength gain of RSC, and provides practical recommendations on controlling these two most important performance characteristics that enable the replacement of pavements within short-time partial closures of roadways. The paper also deals with other aspects of RSC performance, defining quality of pavements. In conclusion, the authors provide their view of the needs of future research and development in the field of RSC and construction practices of pavement rehabilitation and improvements within short-time closures.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Concrete
KW  - High strength concrete
KW  - Mix design
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Rapid payment systems
KW  - Rehabilitation (Maintenance)
KW  - Road closures
KW  - Test procedures
UR  - https://www.pavementpreservation.org/icpp/paper/32_2010.pdf
UR  - https://trid.trb.org/view/919235
ER  - 

TY  - CONF
AN  - 01158649
AU  - King, Gayle Nathaniel
AU  - King, Helen
AU  - Galehouse, Larry
AU  - Voth, Michael D
AU  - Lewandowski, Laurand H
AU  - Lubbers, Chris
AU  - Morris, Paul
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Field Validation of Performance-Based Polymer-Modified Emulsion Residue Tests: The FLH Study
PY  - 2010
SP  - pp 247-267
AB  - While Superpave’s performance-based test methods and specifications revolutionized the characterization of hot mix asphalts, they are not directly applicable for emulsion-based pavement preservation applications. The Federal Lands Highway (FLH) division of FHWA initiated this study to evaluate polymer emulsion residue recovery and physical characterization specifications that correlate with field performance. Several laboratories tested newly proposed methods on field samples from chip seal and micro surfacing FLH field projects constructed in 2008. The labs used low temperature forced draft oven methods to recover emulsion residue to better simulate field curing. To determine resistance to rutting and bleeding, G* and sin δ were obtained from dynamic shear rheometer (DSR) frequency sweeps on the residues using standard Superpave protocols. Creep compliance and percent residue recovery were determined via multiple stress creep recovery (MSCR) testing. Rheological tests were run to measure resistance to low temperature cracking, with Bending Beam Rheometry (BBR) as well as DSR frequency sweeps at intermediate temperature with associated low temperature modeling. For resistance to aggregate loss on original and PAV-aged residue, participants ran strain sweep tests at 25oC and measured loss in G*. The investigators ran sweep tests (ASTM D 7000) using project aggregates and emulsions to determine chip seal curing time. To validate the test procedures and determine failure limits, FLH will track field performance for a minimum of three years. The results presented are the first entries into a database needed for development of performance-based specifications for asphalt emulsions.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt emulsions
KW  - Bleeding (Pavements)
KW  - Field tests
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Performance based specifications
KW  - Polymer modified binders
KW  - Rutting
KW  - Shear modulus
KW  - Superpave
KW  - Viscous flow
UR  - https://www.pavementpreservation.org/icpp/paper/26_2010.pdf
UR  - https://trid.trb.org/view/919038
ER  - 

TY  - CONF
AN  - 01158646
AU  - Cossens, Ian
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - “A Stitch in Time” Pavement Strategy Over 15 Years
PY  - 2010
SP  - pp 3-25
AB  - In 1994 VicRoads adopted its “A Stitch in Time” pavement strategy. The essential elements of the strategy were to carry out: (1) Routine maintenance (day-to-day maintenance) where the strategic aim was to minimize the deterioration of the pavement and provide safe and acceptable road conditions at least overall cost to the community. (2) Periodic maintenance (cyclically planned maintenance) where the strategic aim was to provide a safe riding surface, and reduce the need for more expensive rehabilitation or excessive routine maintenance by waterproofing the pavement. (3) Rehabilitation Maintenance to progressively achieve road conditions that meet the standards in the “A Stitch in Time” strategy, by using the most cost-effective treatments in terms of life-cycle costs. These components were strongly targeted and helped change the culture of VicRoads by recognizing essential works and providing the direction for maintenance works. VicRoads still uses the “A Stitch in Time” policy for road maintenance however continual review of what was being achieved, and what could be done better; has resulted in the changes and a better understanding of our network. This paper discusses the: (1) Original development of “A Stitch in Time”, (2) The guidelines for works which stand behind the “A Stitch in Time” policy, (3) Some of the investigations that reviewed what “A Stitch in Time” was achieving, its successes and issues still facing the policy. (4) Existing and new performance indicators of the condition of the VicRoads network. VicRoads is the State Road Authority that manages approximately 23,000 carriageway kilometers (14,400 mile) of arterial roads of the 130,000 kilometer (81,000 mile) network in Victoria, Australia. It manages two types of network, an asphalt (bituminous concrete) surfaced network comprising approximately 25% of the network and a sprayed seal (chip seal) network comprising approximately 75% of the network
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Deterioration
KW  - Highway maintenance
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Policy making
KW  - Rehabilitation (Maintenance)
KW  - Strategic planning
UR  - https://www.pavementpreservation.org/icpp/paper/83_2010.pdf
UR  - https://trid.trb.org/view/919012
ER  - 

TY  - CONF
AN  - 01158643
AU  - Krauss, Paul D
AU  - Wyman, Ransome
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Rapid Curing Polymers Reduce Repair Time and Improve Pavement Performance
PY  - 2010
SP  - pp 493-501
AB  - Rapid-setting urethane resins have been developed by Roklin Systems Incorporated for the repair of pavements and bridge decks. The main advantages are that the resins are very rapid setting and usually no surface preparation is needed. Damaged concrete often remains in place, speeding the repairs and reducing pavement debris and disposal. Repairs can be performed in cold weather, and repairs have proven to be durable and effective for both portland cement concrete and asphalt concrete pavements. Two types of resin are used to repair third stage pavement distress where pavement slabs are broken. The repair resins include 1) Welder, a primer and crack filler and 2) FlexSet that is mixed with sand and aggregates for filling cracks, spalls and for leveling the riding surface. Depending on the repair need, one or both resins can be used. The system is well-suited for emergency response and includes elements that improve worker safety by minimizing the time required for repairs and reducing the number of workers and equipment needed, compared to conventional repairs. Reduced congestion results from these extremely fast, maintenance-based and emergency repairs. The polymer concrete repair materials bond extremely well to both portland cement concrete and asphaltic concrete. Caltrans has evaluated and used these materials for more than 20 years with good success.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Bridge decks
KW  - Concrete curing
KW  - Crack filling and sealing
KW  - Pavement distress
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Portland cement concrete
KW  - Repair time standards
KW  - Resins
KW  - Spalling
UR  - https://www.pavementpreservation.org/icpp/paper/53_2010.pdf
UR  - https://trid.trb.org/view/919242
ER  - 

TY  - CONF
AN  - 01158642
AU  - Davis, Lita
AU  - Miner, John
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Chip Sealing Over Paving Fabric in Various Climatic Conditions
PY  - 2010
SP  - pp 331-350
AB  - Pavement preservation toolboxes typically consist of several surface treatments that can be considered to preserve or extend the life of a pavement—possible surface treatments include chip sealing or thin lift overlays. Although paving fabrics are normally used with asphalt concrete overlays, paving fabrics are also found to be cost-effective when used in conjunction with a chip seal. Documented cost analyses found that paving fabrics can extend the life of a chip seal by an additional 50 to 75 percent in the warm climate areas of California and Texas. The paving fabric industry has been challenged by the Federal Highway Administration and other pavement preservation practitioners to develop a reasonable approach for chip sealing over paving fabric in various climatic conditions throughout the United States, in addition to those successfully done in warm climates. Respecting this challenge, 33 projects were installed in seven temperature zones throughout the United States including Colorado, Illinois, Michigan, Minnesota and Washington DC, and other parts of California and Texas. Field experiments were placed in cooperation with cities, counties, state and federal highway transportation departments, with contributions from chip seal contractors, fabric installers and fabric manufacturers. The objective of this paper is to quantify the climatic areas where chip sealing over paving fabric can be done successfully and provide a cost-effective contribution to pavement maintenance and preservation. In addition, information will also be provided on its economic and environmental benefits, and construction materials application depending on climatic condition.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete
KW  - Chip seals
KW  - Fabrics
KW  - Life cycle analysis
KW  - Life cycle costing
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Service life
KW  - Weather and climate
KW  - Weather conditions
UR  - https://www.pavementpreservation.org/icpp/paper/21_2010.pdf
UR  - https://trid.trb.org/view/919211
ER  - 

TY  - CONF
AN  - 01158640
AU  - Rouen, Larry
AU  - Hicks, R Gary
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - The Caltrans Maintenance Technical Advisory Guides
PY  - 2010
SP  - pp 269-276
AB  - The California Department of Transportation (Caltrans) has created a pavement preservation reference document call the Maintenance Technical Advisory Guide or MTAG. The document is divided into two volumes. Volume I covers flexible pavement preservation and Volume II covers rigid pavement preservation. Each volume provides information about the purpose of pavement preservation, the various materials and the types of distress specific to the particular type of pavement. Each volume also contains chapters for each of the various treatment techniques currently utilized by Caltrans. Volume I chapters include: crack treatment; patching; fog/rejuvenator seals; chip seals; slurry seals/micro-surfacing; thin overlays; bonded wearing course; interlayers, and in-place recycling. Volume II chapters include: joint resealing and crack sealing; diamond grinding and grooving; dowel bar retrofit; partial depth concrete repair; and full depth concrete repair. Each treatment chapter is divided into sections for introduction, design and specification, construction and troubleshooting. The guide is widely used in California and has been a great aid in increasing the use of pavement preservation treatments in the state.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Chip seals
KW  - Flexible pavements
KW  - Guidelines
KW  - Overlays (Pavements)
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Pavement preservation
KW  - Preservation
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/93_2010.pdf
UR  - https://trid.trb.org/view/919039
ER  - 

TY  - CONF
AN  - 01158639
AU  - Collings, David Coppin
AU  - Jenkins, Kim J
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Whole-of-Life Analyses of Different Pavements: The Real Picture
PY  - 2010
SP  - pp 161-175
AB  - This paper is concerned with the costs incurred over the full life of different pavement types and the energy consumed in the provision of such pavement structures. To keep context, four different solutions for rehabilitating a specific distressed pavement are considered: (1) Patch the distressed areas of the existing pavement and apply a nominal asphalt overlay. (2) Mill off and remove the existing distressed asphalt layers, repair defects in the underlying granular base layer and replace the asphalt pavement. (3) Recycle the upper portion of the existing pavement with a cementitious stabilizing agent, construct a new crushed stone base layer and surface with an asphalt wearing course. (4) Recycle the upper portion of the existing pavement with a bituminous stabilizing agent and apply an asphalt wearing course. Using appropriate pavements models, layer thicknesses are selected to provide a comparable structural capacity for each solution. In addition, the distress mechanism / deterioration time-line for a 20-year service life is defined. The different construction requirements for each solution are quantified and costed, based on average unit rates applicable to the South African contracting industry in the third quarter of 2009. A similar exercise is carried out on interventions required for each option to maintain the same level of serviceability over the life of the pavement. The salvage value of each solution is then considered in terms of the cost of rehabilitating the type of failure that was assumed to define the end of the service life. Present day costs are used, allowing a comparison of the full life-cycle costs of each solution without discount rate speculation. Different discount rates are then applied to determine the Present Worth of Costs for each pavement. Environmental consequences are considered in the light of energy consumption. The energy consumed in the relevant construction activities is used to evaluate the total impact of each pavement. The total-life cost of construction and rehabilitation is then combined with energy consumption to produce an index. Weighting factors relevant to the importance of cost and energy are then used to evaluate the appropriateness of alternative rehabilitation solutions for a particular project.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Level of service
KW  - Overlays (Pavements)
KW  - Pavement distress
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Service life
KW  - Thickness
KW  - Wearing course (Pavements)
UR  - https://www.pavementpreservation.org/icpp/paper/49_2010.pdf
UR  - https://trid.trb.org/view/919026
ER  - 

TY  - CONF
AN  - 01158636
AU  - Watson, Mark J
AU  - Marasteanu, Mihai
AU  - Turos, Mugurel
AU  - Velasquez, Raul
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Effect of Surface Treatment Timing on Low Temperature Properties of Asphalt Binders and Mixtures
PY  - 2010
SP  - pp 393-407
AB  - Empirical evidence has shown that timely application of preventive maintenance treatments, such as surface treatments, can improve certain functional characteristics of the pavement and extend service life. Most agencies that have a preventive maintenance program select the surface treatment application time based on the existing surface condition of the pavement, a pre-determined treatment schedule, or other historical agency practice. These practices cannot guarantee that the optimal pavement preservation benefits are received from the treatment. This paper presents an attempt to identify an optimal time for surface treatment application by conducting a statistical analysis on the change in low temperature properties of asphalt pavement sections treated at various ages. The study used the Bending Beam Rheometer (BBR) to test mixture specimens cut from cores and extracted binder specimens to obtain low temperature creep stiffness and m-value. The analyses of the experimental asphalt mixture and asphalt binder data indicated that construction practice had the most significant effect on the low temperature properties, second only to temperature. The timing of the surface treatment, with respect to pavement age, was not consistently significant in the statistical analysis due to the necessary modification of the seal coat design with pavement age. Other factors, including the location within the pavement structure, were found to be statistically significant, but due to the high degrees of freedom in the statistical models, the differences were too small to be practically significant.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt mixtures
KW  - Binders
KW  - Condition surveys
KW  - Low temperature
KW  - Maintenance practices
KW  - Pavement maintenance
KW  - Preventive maintenance
KW  - Rheometers
KW  - Service life
KW  - Surface treating
UR  - https://www.pavementpreservation.org/icpp/paper/33_2010.pdf
UR  - https://trid.trb.org/view/919234
ER  - 

TY  - CONF
AN  - 01158630
AU  - Scofield, Larry
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Safe, Smooth, and Quiet Concrete Pavement
PY  - 2010
SP  - pp 461-480
AB  - The concrete industry has been conducting research since 2005 to evaluate new and innovative textures in regards to tire-pavement noise generation and has developed a new pavement surface for testing and evaluation. The new surface, called the Next Generation Concrete Surface (e.g. NGCS) was developed through research at Purdue University using their Tire Pavement Test Apparatus (e.g. TPTA). To date, seven test sections have been constructed in five states in the United States. The NGCS test pavements have proven to be quieter than conventional diamond grinding (e.g. CDG) at the time of construction and may offer a slight advantage regarding acoustic durability. Since this is a recently developed product, the costs are higher than for CDG and the cost-effectiveness is still being evaluated. This paper presents the findings of the research focused on the development of the NGCS and the NGCS LITE. The NGCS LITE texture, constructed in the fall of 2008, is a diamond ground technique to impart additional micro-texture to the lands of an existing NGCS texture. This process provides an economical means for re-establishing micro-texture should it become necessary. It essentially allows construction of a perpetual surface texture (e.g. PST). This paper reports on the development process and the field trials that have been constructed and monitored since 2007. In addition, the paper presents a historical perspective on the development of diamond grinding/grooving in California.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - California
KW  - Concrete pavements
KW  - Diamond grinding
KW  - Next generation design
KW  - Pavement grooving
KW  - Portland cement concrete
KW  - Quiet pavements
KW  - Surface friction (Geophysics)
KW  - Texture
KW  - Tire/pavement noise
UR  - https://www.pavementpreservation.org/icpp/paper/78_2010.pdf
UR  - https://trid.trb.org/view/919239
ER  - 

TY  - CONF
AN  - 01158628
AU  - Liu, Litao
AU  - Hossain, Mustaque
AU  - Miller, Richard
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Life of Chip Seal on Kansas Highways
PY  - 2010
SP  - pp 297-313
AB  - Chip seal has been widely used as a preventative maintenance treatment in Kansas. This study evaluated performance of chip seals applied on Kansas highways from 1992 to 2006. Performance data, extracted from the Pavement Management Information System (PMIS) database as outputs of the annual pavement condition surveys, consists of roughness, rutting, cracking. Detailed pavement maintenance/rehabilitation information on Kansas highways during past decades is also available from PMIS. The analysis shows that the average service life of chip seals in Kansas is about four years which is very close to that of thin overlays of 1, 1.5 or 2 inch thickness. The maximum service life of chip seals is nine years, which is much higher than that for thin overlays. Before and after (BAA) comparison was conducted to examine the effectiveness of chip sealing for mitigating important distresses on existing pavements. It was found that transverse and fatigue cracking significantly decreased after chip seal applications. Rutting condition on the non-interstate routes improved after chip sealing. However, the effectiveness of chip seal in mitigating roughness on all highway classes and mitigating rutting on the interstate highways was not obvious.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Chip seals
KW  - Kansas
KW  - Pavement distress
KW  - Pavement management systems
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Roughness
KW  - Rutting
KW  - Service life
UR  - https://www.pavementpreservation.org/icpp/paper/39_2010.pdf
UR  - https://trid.trb.org/view/919209
ER  - 

TY  - CONF
AN  - 01158626
AU  - Duanyi, Wang
AU  - Chaoxu, Lei
AU  - Galehouse, Larry
AU  - Jingkun, Xin
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Developing an Asphalt Pavement Preventive Maintenance Program for the
Yangjang-Maoming Expressway
PY  - 2010
SP  - pp 547-577
AB  - Yangjiang-Maoming Expressway is located in Guangdong Province, and is part of Tongjiang-Sanya highway, which serves as the main trunk highway from north to south China. This expressway was completed and opened to traffic near the end of 2004. After four years of use, the general condition of the pavement is good. However, some cracking was observed. Meanwhile, some potholes and rutting were also found in some pavement sections. As a result of the surface deterioration, a pavement preventive maintenance program was considered necessary to avert structural damage. The agency of Yangjiang-Maoming Expressway partnered with South China University of Technology, in Guangzhou, to design a preventive maintenance program for asphalt pavements. This paper will summarize the process of creating a preventive maintenance program for asphalt pavement in the following sequence: (1) Survey and evaluation of asphalt pavement performance. Four indices, including pavement condition index (PCI), riding quality index (RQI), pavement structure strength index (PSSI) and slip resistance index (SRI) were measured and evaluated. A pavement condition database was obtained based on field survey and historical data review of a 1000 m (3,280 feet) long pavement section as the basic evaluating element. The result of the analysis showed that transverse cracking and skid resistance were the most severe problems. (2) Grouping of candidate sections and selection of treatment. For a pavement maintenance project, it was expected that the candidate sections to be treated, were as long as possible to avoid frequent mobilizations of paving equipment. Thus, it was necessary to group sections with similar features and like treatments. To this end, the cluster analysis method of gathering statistics was used. Three pavement condition groups exhibiting different distress types and severities were obtained, corresponding to different maintenance treatments respectively. In addition, multivariate analysis of pavement distress indices indicated that transverse cracking and rutting significantly influence PCI, and there appeared to be a correlation between the two indexes. (3) HMA pavement performance modeling. According to existing research, the deterioration of pavement performance conforms to the S-shaped curves. The regression method is used to create deterioration models. The errors of prediction results versus actual data are less than 0.05%, which indicates that these models have good applicability and stability. (4) Pavement asset management. The concept of asset management was introduced to determine the minimum annual program cost and treatment costs to keep the asphalt pavement in good condition and extend the design service life. In this research project, the preventive maintenance program is recommended, based on the distress patterns of asphalt pavement with semi-rigid base and deterioration of the pavement structure. Considering that more than 80 percent of HMA pavements are constructed on a semi-rigid base in China, this project is of great significance in improving existing pavement performance and extending pavement service life by using cost effective methods.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt pavements
KW  - Asset management
KW  - Base course (Pavements)
KW  - Guangdong Province (China)
KW  - Pavement cracking
KW  - Pavement performance
KW  - Preventive maintenance
KW  - Ride quality
KW  - Rutting
KW  - Slip resistance
UR  - http://geotechpedia.com/Publication/Show/2532/DEVELOPING-AN-ASPHALT-PAVEMENT-PREVENTIVE-MAINTENANCE-PROGRAM-FOR-THE-YANGJANG-MAOMING-EXPRESSWAY
UR  - https://trid.trb.org/view/919247
ER  - 

TY  - CONF
AN  - 01158623
AU  - El Halim, Amir Abd
AU  - Dalziel, Andy
AU  - Whiteley-Lagace, Leanne
AU  - Moore, Gary
AU  - Andoga, Richard
AU  - California Department of Transportation
AU  - Federal Highway Administration
AU  - Foundation for Pavement Preservation
TI  - Development of a Decision-Making Matrix for Upgrading Surface-Treated Pavements to Asphalt Concrete Pavements in the City of Hamilton
PY  - 2010
SP  - pp 593-608
AB  - As part of the City of Hamilton’s ongoing strategic plan, asset management rationalization has been an expressed concern of their City Council, as well as Asset Managers. In order to assist in the management of their right of way assets, a matrix for upgrading surface-treated pavements to an asphalt concrete pavement was developed, in order to reduce ongoing maintenance cost, in addition to increasing service levels. In 2008, The City initiated a study to develop a strategy or decision making framework to assist in determining which surface-treated roads should be maintained as surface-treated and which roads should be upgraded to asphalt concrete pavements. The study consisted of three phases. The first phase involved a Spatial Analysis using geographic information system (GIS) tools to identify a list of candidate surface-treated (SRFT) sections for further testing and potential upgrade. This was based on a number of parameters including traffic in terms of the Annual Average Daily Traffic (AADT), proximity to asphalt concrete pavements, existing granular thickness, and subgrade strength based upon the subgrade resilient modulus (MR). The second phase consisted of developing a maintenance strategy for various classes of existing SRFT roads based on the aforementioned parameters and performing Life Cycle Cost Analysis (LCCA) to identify the most cost effective strategies for each case. The third phase consisted of pavement evaluation which included Falling Weight Deflectometer (FWD) testing, Ground Penetrating Radar (GPR) surveys, and coring/boring on the candidate sections and performing pavement analysis and design. This study provided the City with a decision making tool based on cost effectiveness and sound engineering principles which can be used to assist in selecting candidate surface-treated roads for upgrade.
U1  - First International Conference on Pavement PreservationCalifornia Department of TransportationFederal Highway AdministrationFoundation for Pavement PreservationNewport Beach,CA,United States StartDate:20100413 EndDate:20100415 Sponsors:California Department of Transportation, Federal Highway Administration, Foundation for Pavement Preservation
KW  - Asphalt concrete pavements
KW  - Asset management
KW  - Decision making
KW  - Falling weight deflectometers
KW  - Geographic information systems
KW  - Hamilton (Canada)
KW  - Life cycle analysis
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Service life
KW  - Surface treating
KW  - Traffic loads
UR  - https://www.pavementpreservation.org/icpp/paper/46_2010.pdf
UR  - https://trid.trb.org/view/919249
ER  - 

TY  - RPRT
AN  - 01158469
AU  - McAvoy, Deborah S
AU  - Busam, Stephen G
AU  - Ohio University, Athens
AU  - Ohio Transportation Consortium
AU  - Research and Innovative Technology Administration
TI  - Determination of Traffic Control Device Selection for Nighttime Maintenance of Traffic
PY  - 2010
SP  - 58p
AB  - Each year more than 700 fatalities occur nationally due to vehicular accidents within work zones. New developments and technologies have paved the way for the creation of diamond grade sheeting, a new, more retroreflective sheeting. Research has shown that diamond grade sheeting is 6 to 14 times brighter then engineering grade sheeting and is already widely required for use on work zone signs. However, the diamond grade sheeting is not widely required for use on channelizing drums due to the increased cost and concern that the increased retroreflectivity of the sheeting may actually decrease the safety of the work zone when used on closely spaced construction drums. A comparative parallel study was conducted to compare the safety impacts of the diamond grade sheeting with high intensity sheeting, the current Manual on Uniform Traffic Control Devices (MUTCD) standard. Driver behavior within the work zone was analyzed in terms of lane placement and traveled speed with respect to the posted speed limit. These data were collected and analyzed to determine the extent to which the behaviors differ between the two traffic control treatments. A current practices survey was also distributed to each state department of transportation to determine the extent to which diamond grade sheeting is being used. Of the 80% of the states which responded to the current practices survey, approximately 66.7% of them do not require diamond grade sheeting for use in construction zones in their states with cost being the most widely selected reason. Those states that do require diamond grade sheeting for use on drums in their work zones listed safety, improved work zone delineation, and improved work zone visibility as outweighing the cost of the sheeting. Based on the lane placement and speed deviation data, drivers traveling through work zones with diamond grade sheeting position their vehicle further away from the work zone and abide closer to the posted speed limits when compared to those traveling through work zones with high intensity sheeting on the construction drums.
KW  - Costs
KW  - Diamond grade sheeting
KW  - Drums (Containers)
KW  - Field studies
KW  - Retroreflective materials
KW  - State departments of transportation
KW  - Surveys
KW  - Traffic channelization
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.otc.uakron.edu/docs/Final%20Report%20Determination%20of%20Traffic%20Control%20Device%20Selection%20for%20Nighttime%20Maintenance%20of%20Traffic.pdf
UR  - https://trid.trb.org/view/919310
ER  - 

TY  - RPRT
AN  - 01157632
AU  - Federal Highway Administration
TI  - Road Safety Audit (RSA) Toolkit CD: Making Your Roads Safer
PY  - 2010
SP  - v.p.
AB  - The Federal Highway Administration (FHWA) has created a user-friendly CD that houses all of the assorted materials created under the Road Safety Audit (RSA) Program.  Users simply click on the different section headings to access the materials or to navigate to the main screen.  The Toolkit includes the following sections:  RSA videos; Guidelines; Case Studies; Program Contacts; Sample Reports; Program Web Links; RSA Training Information; and RSA Peer-to-Peer Program Information.
KW  - Case studies
KW  - Guidelines
KW  - Highway safety
KW  - Road Safety Audit Program (Federal Highway Administration)
KW  - Safety audits
KW  - Toolkits
UR  - https://trid.trb.org/view/918544
ER  - 

TY  - RPRT
AN  - 01157072
AU  - Department of Transportation
TI  - DOT's Suspension and Debarment Program Does Not Safeguard Against Awards to Improper Parties
PY  - 2010
SP  - 26p
AB  - The Department of Transportation (DOT) is responsible for overseeing significant contract and grant obligations to meet its mission needs. These obligations averaged $56 billion annually over the last 4 years and grew under the American Recovery and Reinvestment Act of 2009 (ARRA), which added $48 billion to DOT's management responsibilities. DOT's stewardship of taxpayer dollars includes adhering to Federal suspension and debarment (S&D) regulations and policies, which permit the exclusion of parties found to be unethical, dishonest, or otherwise irresponsible, from receiving contracts and grants involving Federal funds. Suspension and debarment are among the Government's strongest tools to deter unethical and unlawful uses of Federal funds because one Federal agency's S&D action is applicable.
KW  - Auditing
KW  - Contractor debarment
KW  - Financial analysis
KW  - Highway grants
KW  - Regulations
KW  - Suspensions
KW  - U.S. Department of Transportation
UR  - https://trid.trb.org/view/917282
ER  - 

TY  - RPRT
AN  - 01157045
AU  - Schneider, W H
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Statistical Validation of Speeds and Travel Times Provided by a Data Services Vendor
PY  - 2010
SP  - 4p
AB  - The provision of real-time traffic and travel time information is becoming increasingly important in urban areas as well as in freight-significant intercity corridors. However, the high cost to install and maintain roadway-based traffic sensors has prevented widespread availability of real-time traffic information in these areas. A market for real-time traffic information is emerging in the United States and several private companies are gathering and distributing traffic information independently of public sector transportation agencies. In this study floating car, probe data, and newly developed Bluetooth device matching methods are developed and used to collect travel times and speeds for 103 centerline miles located in Dayton, Ohio. This reference data are then statistically evaluated with a data service vendors reported travel times and speeds for 36 travel time segments.
KW  - Bluetooth technology
KW  - Data collection
KW  - Floating car data
KW  - Private enterprise
KW  - Probe vehicles
KW  - Real time information
KW  - Traffic speed
KW  - Travel time
KW  - Validation
UR  - https://trid.trb.org/view/916557
ER  - 

TY  - RPRT
AN  - 01156647
AU  - Federal Highway Administration
TI  - Highway Statistics 2008
PY  - 2010
SP  - v.p.
AB  - This publication brings together an annual series of selected statistical tabulations relating to highway transportation in twelve major areas: (1) Bridges; (2) Highway Infrastructure; (3) Highway Travel; (4) Travelers (or System Users); (5) Vehicles; (6) Motor Fuel; (7) Revenue; (8) Debt Obligation for Highways; (9) Apportionments, Obligations, and Expenditures; (10) Conditions and Safety; (11) Performance Indicators; and (12) International.
KW  - Bridges
KW  - Debt
KW  - Expenditures
KW  - Highway safety
KW  - Highway transportation
KW  - Infrastructure
KW  - International
KW  - Motor fuels
KW  - Performance indicators
KW  - Revenues
KW  - Statistics
KW  - Tables (Data)
KW  - Travel
KW  - Travelers
KW  - Vehicles
UR  - http://www.fhwa.dot.gov/policyinformation/statistics/2008/
UR  - https://trid.trb.org/view/917666
ER  - 

TY  - RPRT
AN  - 01155804
AU  - Federal Aviation Administration
TI  - FAA Aerospace Forecast, Fiscal Years 2010-2030
PY  - 2010
SP  - 106p
AB  - This years forecast confirms what we already know: Aviation is a business subject to highly volatile and unpredictable external influences. Whether it is the economy, the global political climate or environmental concerns, our industry is affected at every level. The good news is that aviation has shown time and time again that it can adapt and meet those challenges while continuing to provide safe, efficient transportation. This years forecast anticipates that these challenges will remain for at least 20 more years. But it also shows our confidence this industry will not only face these challenges head on, but will thrive. Aviation has been especially hard hit by the turbulence that has rocked our economy. As the economy dipped, airline demand fell sharply. Airlines have tightened their belts, passengers have modified their traveling habits, and our airports have had to adapt. But, economic growth will return along with passengers and increasing operations. We expect to see changes in the industry as it rebounds over the next several years, with international markets growing faster than domestic markets, and large airports growing faster than smaller ones. We also expect the trend toward larger regional jets to continue while most of the smaller regional jets will be retired from the fleet. For the remainder of 2010, we expect that last years trends will continue before the industry turns the corner. But we do expect growth in the longer-term. For the short-term, we will continue to see declines in both domestic and international capacity as carriers respond to the impacts of the economic downturn. The airlines will continue to make adjustments to fleets and operations to match changing demand.
KW  - Aerospace engineering
KW  - Air traffic
KW  - Air transportation
KW  - Airport operations
KW  - Airport planning
KW  - Civil aviation
KW  - Economic analysis
UR  - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2010-2030/media/2010%20Forecast%20Doc.pdf
UR  - https://trid.trb.org/view/916427
ER  - 

TY  - RPRT
AN  - 01155653
AU  - Federal Transit Administration
TI  - Annual Report on Funding Recommendations, Fiscal Year 2011. New Starts, Small Starts, and Paul S. Sarbanes Transit in Parks Program
PY  - 2010
SP  - 277p
AB  - This Annual Report on Funding Recommendations is issued by the Secretary of Transportation to help inform the appropriations cycle for the upcoming fiscal year by providing information on projects included in the Federal Transit Administrations (FTA) discretionary New Starts and Small Starts programs. These programs are part of the Major Capital Investment Grant Program provisions of 49 USC 5309, most recently reauthorized in August 2005 by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEALU). 1 New Starts projects are those whose sponsors are requesting $75 million or more in New Starts funds, or anticipating a total capital cost of $250 million or more (49 USC 5309(d)). Small Starts projects are those whose sponsors are requesting less than $75 million in Small Starts funds and anticipating a total capital cost of less than $250 million (49 USC 5309(e)). FTAs discretionary Major Capital Investment Grant program is the Federal governments primary financial resource for supporting major transit capital projects that are locally planned, implemented, and operated. The program has helped to make possible dozens of new or extended transit fixed guideway systems across the countryheavy rail, light rail, commuter rail, bus rapid transit systems, and ferries. These public transportation investments, in turn, have improved the mobility of millions of Americans, provided alternatives to congested roadways, and fostered the development of safer, more viable and livable communities. This report provides vital funding and project information to Congress about the New and Small Starts programs. It also serves as guidance to project sponsors so that improvements in project development can be made. This report also includes information about the Paul S. Sarbanes Transit in Parks Program, codified at 49 USC 5320, and formerly known as the Alternative Transportation in Parks and Public Lands Program. Section 5320 requires the Secretary of Transportation, in consultation with the Secretary of the Interior, to prepare an annual report on the allocation of amounts available to projects under the transit in parks program. The law further directs that the annual report on the transit in parks program be included in this Annual Report.
KW  - Capital investments
KW  - Construction projects
KW  - Financing
KW  - Guideways
KW  - New Starts Program
KW  - Parks
KW  - Public land
KW  - Public transit
KW  - Transit operating agencies
KW  - Urban transportation
UR  - http://www.fta.dot.gov/documents/NewStarts_mainText_Jan_2010.pdf
UR  - https://trid.trb.org/view/916368
ER  - 

TY  - RPRT
AN  - 01155644
AU  - Federal Aviation Administration
TI  - Answering the Call to Action on Airline Safety and Pilot Training
PY  - 2010
SP  - 201p
AB  - The most important job of the U.S. Department of Transportation (DOT) and the Federal Aviation Administration (FAA) is to protect the safety of the traveling public. The authors aim to achieve this goal through ensuring that operators provide effective and high quality training to flight crews and other personnel; identifying and implementing most effective practices; maintaining and improving critical infrastructure; ensuring compliance with laws and regulations; developing new laws and regulations when appropriate; and working collaboratively with all interested parties. On February 12, 2009, a Colgan Air Bombardier Dash-8 Q400, operating as Continental Connection Flight 3407, crashed while on approach to Buffalo, New York. The National Transportation Safety Board (NTSB) conducted a public hearing on this accident from May 12-14, 2009. During that hearing and subsequent congressional hearings on June 10 and June 11, 2009, several issues came to light regarding pilot training and qualifications, flight crew fatigue, and consistency of safety standards between operators.
KW  - Air pilots
KW  - Aircraft pilotage
KW  - Airport operations
KW  - Aviation safety
KW  - Flight crews
KW  - Flight training
KW  - Training
UR  - https://www.ntis.gov/Search/Home/titleDetail/?abbr=PB2010106526
UR  - https://trid.trb.org/view/916369
ER  - 

TY  - RPRT
AN  - 01155063
AU  - American Association of State Highway and Transportation Officials (AASHTO)
AU  - Federal Highway Administration
AU  - American Council of Engineering Companies
TI  - Uniform Audit & Accounting Guide
PY  - 2010///2010 Edition
SP  - v.p.
AB  - This guide is intended to aid readers in comprehending auditing procedures, terminology, techniques and policies.  This volume is an update of the 2007 Guide.  The update ensures that the Guide is consistent with the latest auditing procedures and standards, federal regulations, and accounting principles.
KW  - Accounting
KW  - Auditing
KW  - Guidelines
KW  - Procedures
KW  - Regulations
KW  - Standards
UR  - https://trid.trb.org/view/916022
ER  - 

TY  - RPRT
AN  - 01152811
AU  - Federal Highway Administration
TI  - Security and Emergency Management: An Information Briefing for Executives and Senior Leaders of State Departments of Transportation
PY  - 2010
SP  - 66p
AB  - This briefing is intended to introduce executives and senior leaders to plans, concepts, and terminology used by the security and emergency management community. It can also serve as a checklist for use in determining the organizational structure, degree of preparedness, and response capabilities of an organization. Topics covered are:  Emergency Management;  Emergency Operations Plans;  National Response Framework;  Emergency Support Function 1, Transportation;  National Incident Management System;  Incident Command System;  Operations Centers;  Obtaining Resources;  Organizing a State Emergency Management Program;  Leadership; and,  Resource Materials.
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency management
KW  - Leadership
KW  - Security
KW  - State departments of transportation
UR  - http://www.fhwa.dot.gov/security/emergencymgmt/profcapacitybldg/docs/hsemexecsrrleaders/hsem_srexecs.pdf
UR  - https://trid.trb.org/view/914222
ER  - 

TY  - RPRT
AN  - 01149542
AU  - Environmental Protection Agency
AU  - Federal Highway Administration
TI  - Multisector Asset Management Case Studies
PY  - 2010
SP  - 88p
AB  - North America’s infrastructure is integral to our economic, environmental, and cultural vitality. Federal, state, and local entities have been successfully building and operating assets for generations. Across several sectors, our built assets are aging! Some roadway, water, and wastewater systems are more than 100 years old. To meet the renewal challenges and at the same time address the essential expansion and upgrade of our infrastructure, calls for exploring new processes, practices and skills crucial for the long-term sustainable management of assets. New, internationally tested asset management (AM) principles and practices appropriate across multiple sectors are surfacing in the United States (U.S.) and Canada. These innovative AM methods offer established approaches for communities; in systems monitoring capabilities, information handling, and advanced decision support systems that can function across service sectors (e.g., water, wastewater, highways, airports, mass transit). This paper presents five case studies, which provide insight into the issues surrounding public sector management in communities that range from (1) a very large metropolitan city to (2) a suburban residential city to (3) a small city. Although the scale of the challenges facing each of the jurisdictions varies, the primary issue remains the same – how to keep the level of service equal to or better than what exists today in the face of dramatically rising costs. Public assets, regardless of their current condition, will eventually become public liabilities that every agency must manage. There are a number of lessons represented in the case studies that apply to virtually all public sector organizations.
KW  - Asset management
KW  - Case studies
KW  - Infrastructure
KW  - Level of service
KW  - Sustainable development
KW  - Urban areas
UR  - http://water.epa.gov/aboutow/owm/upload/2009_05_07_assetmanages_msamcs_final.pdf
UR  - https://trid.trb.org/view/908854
ER  - 

TY  - RPRT
AN  - 01373042
AU  - Cope, W Gregory
AU  - Mays, Jason W
AU  - Mosher, Shad
AU  - Kwak, Thomas J
AU  - Shea, Damian
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Platinum and Lead Markers as Indicators of Transportation Impact
PY  - 2009/82//Final Report
SP  - 213p
AB  - The intent of this study was to provide information necessary to characterize the present concentrations of an emerging transportation related contaminant, the platinum group metals (PGM), and to provide background information necessary to explore the potential uses of these metals as a specific marker of transportation related contamination that results from the discharge of road runoff into streams. Thirty-seven road crossings were evaluated in the Atlantic Slope of central North Carolina. Mussel tissue and sediment samples were collected from upstream and downstream of each road crossing. Samples were analyzed for the platinum group metal platinum (Pt), as well two other common transportation pollutants, lead (Pb) and cadmium, and a common atmospheric pollutant, mercury. The enrichment of pollutants (downstream concentration – upstream concentration) was compared to the number of vehicles crossing the stream. Local stream environmental variables and landscape scale variables were used to model the concentration of Pt in mussel tissue. Two 28-day laboratory toxicity tests, one with Pt and one with Pb, were conducted to assess the potential threat that current concentrations of these metals pose to native mussel fauna. The correlation of enrichment of the metals at bridge sites was weak for all metals studied. The authors hypothesize that complex hydrologic alteration caused by highway crossing structures was responsible for increased variation in downstream samples. Multiple samples taken from a single stream over an 8 km stream reach indicated that Pt concentrations in mussel tissue and sediment was enriched downstream of a road crossing, but the enrichment was not uniform and enrichment does not peak for several km downstream from the source. Results from the 28-day tests indicated that PGM may not pose an immediate threat to adult mussels and that mussels are a good sentinel species for studying PGM.
KW  - Highway bridges
KW  - Lead (Metal)
KW  - Mussels
KW  - North Carolina
KW  - Platinum
KW  - Runoff
KW  - Sediments
KW  - Streams
KW  - Toxicity
UR  - http://www.ncdot.gov/doh/preconstruct/tpb/research/download/2007-03finalreport.pdf
UR  - https://trid.trb.org/view/1141180
ER  - 

TY  - RPRT
AN  - 01333108
AU  - Fisher, Frances B
AU  - Machek, Elizabeth C
AU  - Morse, Lindsey
AU  - Research and Innovative Technology Administration
AU  - National Park Service
TI  - Hopewell Furnace NHS Alternative Transportation Study
PY  - 2009/12/31/Final Planning Report
SP  - 54p
AB  - Transportation study that analyzed current transportation conditions, including the impacts of expected development in and around Hopewell Furnace National Historic Site. The study then reviewed potential transportation partnerships with partners in the region. Finally, the study made recommendations for improvements related to wayfinding and marketing; bicycle and pedestrian facilities; internal circulation; and alternative transportation services.
KW  - Alternatives analysis
KW  - Bicycle facilities
KW  - Bicycle travel
KW  - Marketing
KW  - National parks
KW  - Pedestrian areas
KW  - Shuttle service
KW  - Wayfinding
UR  - http://ntl.bts.gov/lib/35000/35200/35217/DOT-VNTSC-NPS-10-02.pdf
UR  - https://trid.trb.org/view/1097258
ER  - 

TY  - RPRT
AN  - 01207854
AU  - Sparks, John
AU  - Shuh, Jessica
AU  - Smith, Arland T
AU  - Delcan Corporation
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Field Operations Guide for Safety/Service Patrols
PY  - 2009/12/31/Field Operations Guide
SP  - 94p
AB  - This guide was developed for use by Safety/Service Patrol operators and supervisors. It is expected that Safety/Service Patrol personnel will carry the guide in their vehicle to use as a quick reference while performing patrol tasks. They should refer to this guide on a regular basis as a refresher on steps and tasks associated with managing incidents—particularly for those situations not encountered every day. This guide is not designed to stand alone, but in conjunction with training and exercises that will indoctrinate the Safety/Service patrol operators into these good practices as well as Agency formal Standard Operating Guidelines or Procedures.
KW  - Emergency transportation
KW  - Freeway operations
KW  - Freeway service patrols
KW  - Highway safety
KW  - Highway traffic control
KW  - Incident management
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10014/index.htm
UR  - https://trid.trb.org/view/967959
ER  - 

TY  - RPRT
AN  - 01206863
AU  - Sparks, John
AU  - Schuh, Jessica
AU  - Smith, Arland T
AU  - Delcan Corporation
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Field Operations Guide and Visor Cards for Safety/Service Patrols
PY  - 2009/12/31/Field Operations Guide
SP  - 48p
AB  - The Federal Highway Administration (FHWA) produced this guide for use by Safety/Service Patrol operators and supervisors. It is expected that Safety/Service Patrol personnel will carry the guide in their vehicle to use as a quick reference while performing patrol tasks. They should refer to this guide on a regular basis as a refresher on steps and tasks associated with managing incidents—particularly for those situations not encountered every day. This guide is not designed to stand alone, but in conjunction with training and exercises that will indoctrinate the Safety/Service Patrol operators into these good practices as well as Agency formal Standard Operating Guidelines or Procedures.
KW  - Disasters and emergency operations
KW  - Freeway operations
KW  - Freeway service patrols
KW  - Guidelines
KW  - Handbooks
KW  - Hazards and emergency operations
KW  - Highway traffic control
KW  - Incident management
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10014/fhwahop10014.pdf
UR  - https://trid.trb.org/view/968051
ER  - 

TY  - RPRT
AN  - 01154222
AU  - Akyurtlu, Ates
AU  - Akyurtlu, Jale
AU  - Eastern Seaboard Intermodal Transportation Applications Center
AU  - Research and Innovative Technology Administration
TI  - Investigation of Nitrogen Oxides Emissions from a Major Roadway
PY  - 2009/12/31/Final Report
SP  - 55p
AB  - In this research project, the authors (1) built a mobile nitrogen oxide (NO) and nitrogen dioxide (NO2) measurement unit with the associated weather monitoring instrumentation; (2) obtained coordinated measurements of NO and NO2 concentrations and meteorological conditions at varying distances from the roadway, together with the traffic volume data; (3) used CALINE4 to estimate the NO2 concentrations at receptors located at the measurement points; and (4) analyzed the data obtained to elucidate the adequacy of CALINE4 in predicting the local NO2 concentrations near roadways. Measurements showed that nitrogen oxides (NOx) concentration decreases rapidly with the distance from the roadway and drops from 25.4 ppb to a value around 8.3 ppb, which remains fairly constant for distances greater than about 150 m from the I-64 median. The reason for this decrease is  atmospheric dispersion and conversion of NOx to other nitrogen containing compounds. Close tothe roadway (less than about 100 m from the I-64 median), the majority of NOx is NO, which converts to NO2 and other nitrogen compounds and falls from 17.3 to a value about 3.4 ppb at distances greater than 150 m from the median. The decrease in NO2 concentration is not as much and falls from about 12 ppb at 74 m to about 5.5 ppb beyond 150 m. This may be due to the conversion of some NO to NO2 possibly through its reaction with ozone. Close to the roadway, there was significant variation in the measured NO and NOx concentrations due to the effects of emissions coming from individual vehicles passing close to the analyzer intake. This effect became less significant at larger distances from the roadway. The NO2 concentrations at the receptor locations were predicted using CALINE4, which can provide estimates with a sensitivity of ± 5 ppb. Since the measured NO2 concentrations were between 5 and 15 ppb, CALINE4 was expected to predict 0.010 ppm NO2 at each receptor location. As expected, the predicted NO2 concentrations at receptors beyond 100 m of the I-64 median were 0.01 ppm. CALINE4 also correctly predicted 0.01 ppm NO2 at the first receptor location, which had a measured value of 0.012 ppm. These observations indicate that the current data cannot provide an adequate evaluation of the CALINE4 program. To obtain a reasonable evaluation, data are needed during the rush hour traffic and closer to the roadway, which are expected to give higher NO2 concentrations.
KW  - CALINE4 (Computer model)
KW  - Measurement
KW  - Measuring instruments
KW  - Nitrogen dioxide
KW  - Nitrogen oxides
KW  - Roadside
KW  - Traffic volume
UR  - http://biz.hamptonu.edu/esitac/docs/environmental_final_report_2009.pdf
UR  - https://trid.trb.org/view/915846
ER  - 

TY  - RPRT
AN  - 01154221
AU  - Parmar, Devendra S
AU  - Eastern Seaboard Intermodal Transportation Applications Center
AU  - Research and Innovative Technology Administration
TI  - Non-destructive Bridge Testing and Monitoring with Acoustic Emission (AE) Sensor Technology
PY  - 2009/12/31/Final Report
SP  - 9p
AB  - The proposed research at the Route I64 bridge on Coast Guard Blvd. in the City of Portsmouth was according to the plan of action prepared in consultation with the Virginia Department of Transportation (VDOT). The major elements of the work included the following:  Research Preparation - review of the updated status of the bridge monitoring based on the feedback from VDOT; Discussion of the Research Plan with VDOT/VTRC (Virginia Transportation Research Council); Site visits with VDOT for identification of the test objects on the bridge; Planning of the equipment installation and data collection; Collection of information on the bridge structural planning and changes from the original plans; Acquisition of the latest average daily traffic data and determination of the percentages of light and truck traffics; Planning of the research logistics in view of the change in structure; and Development of strategy and logistics for design and development of operational aspects of instrument installation/data collection.
KW  - Acoustic emission tests
KW  - Average daily traffic
KW  - Bridges
KW  - Data collection
KW  - Installation
KW  - Instrumentation
KW  - Light vehicles
KW  - Monitoring
KW  - Nondestructive tests
KW  - Portsmouth (Virginia)
KW  - Trucks
UR  - http://biz.hamptonu.edu/esitac/docs/ESITAC_FINAL_REPORT_PAR-2009.pdf
UR  - https://trid.trb.org/view/915847
ER  - 

TY  - RPRT
AN  - 01154175
AU  - Rado, Zoltan
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
AU  - Mid-Atlantic Universities Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Evaluating Performance of Limestone Prone to Polishing
PY  - 2009/12/31/Final Report
SP  - 192p
AB  - This research project evaluated the effect of blending Vanport limestone and other aggregates on the frictional surface characteristic properties of constructed trial road surfaces.  The study undertook the evaluation of the performance of different mortar fractions and aggregate concentrations to determine the effect of coarse aggregate usage in the top mortar layer on pavement friction performance, as well as the effect of the substitution of different aggregates in place of Vanport limestone.  The project developed a test matrix to evaluate the effect of the changes in these factors on portland cement concrete using state-of-the-art laboratory test equipment for assessing surface characteristics and using accelerated wearing for the evaluation of long-term pavement surface performance.
KW  - Accelerated tests
KW  - Aggregates
KW  - Coarse aggregates
KW  - Concrete pavements
KW  - Friction
KW  - Laboratory tests
KW  - Limestone aggregates
KW  - Polishing (Aggregates)
KW  - Portland cement concrete
KW  - Skid resistance
KW  - Testing equipment
KW  - Texture
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/Evaluation%20Performance%20of%20Limestone.pdf
UR  - http://www.mautc.psu.edu/docs/PSU-2007-02.pdf
UR  - https://trid.trb.org/view/915715
ER  - 

TY  - RPRT
AN  - 01340416
AU  - White, Thomas D
AU  - Ivy, Joe
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - I-55 OGFC Field Permeability Testing
PY  - 2009/12/30/Final Report
SP  - 51p
AB  - An OGFC test section was constructed on I-55 in Copiah County, MS during the spring/summer of 2007. As part of the study, literature was reviewed and a falling head permeability device was identified that has been used in laboratory and field studies of OGFC/PFC permeability. The falling head device was fabricated along with a vehicle mounted reaction frame. Drawings for the apparatus are included in the report. In situ permeability tests were conducted in wheel paths and between the wheel paths of the driving and passing lanes of the highway in one tenth mile increments. The measurements were initiated approximately six months after construction and then every six months for two and one-half years. A goal of the research was met in that it has been shown OGFC can be successfully designed using local Mississippi aggregates and polymer modified asphalt. In service, the resulting OGFC can carry significant traffic while maintaining an adequate level of in situ permeability. The OGFC did not exhibit loss of aggregate through surface raveling or significant spalling along cracks generated at the juncture of the laydown machine screed and screed extensions during construction.
KW  - Falling head test
KW  - Field tests
KW  - Friction course
KW  - Mississippi
KW  - Open graded aggregates
KW  - Paving
KW  - Permeability
UR  - http://www.gomdot.com/Divisions/Highways/Resources/Research/pdf/Reports/InterimFinal/SS201.pdf
UR  - http://ntl.bts.gov/lib/37000/37900/37903/SS_No_201_I-55_OGFC_Field_Permeabilit_Testing.pdf
UR  - https://trid.trb.org/view/1101897
ER  - 

TY  - RPRT
AN  - 01321101
AU  - Coughlin, Joseph F
AU  - Reimer, Bryan
AU  - Mehler, Bruce
AU  - Massachusetts Institute of Technology
AU  - New England University Transportation Center
AU  - Ford Motor Company
AU  - Research and Innovative Technology Administration
TI  - Driver Wellness, Safety & the Development of an AwareCar
PY  - 2009/12/30
SP  - 15p
AB  - Traffic safety has been traditionally addressed through individual improvements to the car by manufacturers; improvements to the driver through education and enforcement; and, improvements to the infrastructure by government. While none of these approaches is incorrect, they are incomplete. The authors  believe that further opportunities for enhancing safety are to be found in creatively exploiting the overlapping and interactive nature of the role of the vehicle, driver, and driving environment in accident prevention and mitigation. The authors apply wellness, as developed in the fields of health behavior and sports psychology, as an integrating framework to envision driver performance as dynamic and improvable. From this perspective, and building on advances in ambient intelligence, they  propose the development of an AwareCar. The AwareCar concept would detect driver state (fatigue or stress); display that information to the driver to improve the driver’s situational awareness in relation to road conditions and their own ‘normal’ driving behaviors; and offer in‐vehicle systems to refresh the driver thereby improving performance and safety. Progress in the development of this concept is discussed in the context of the ongoing research, testing, and validation of the MIT AwareCar platform.
KW  - Advanced driver information systems
KW  - Attention
KW  - AwareCar
KW  - Countermeasures
KW  - Driver vehicle interfaces
KW  - Drivers
KW  - Health
KW  - Intelligent vehicles
KW  - Prevention
KW  - Traffic crashes
KW  - Traffic safety
UR  - http://fdnweb.org/santos/files/2014/11/agelab.pdf
UR  - https://trid.trb.org/view/1082119
ER  - 

TY  - RPRT
AN  - 01154171
AU  - Pardalos, Panos M
AU  - Arulselvan, Ashwin
AU  - University of Florida, Gainesville
AU  - Center for Multimodal Solutions for Congestion Mitigation
AU  - Research and Innovative Technology Administration
TI  - Multimodal Solutions for Large Scale Evacuations
PY  - 2009/12/30/Final Report
SP  - 53p
AB  - In this research, a multimodal transportation model was developed attending the needs of emergency situations, and the solutions provided by the model could be used to moderate congestion during such events. The model incorporated features such as lane reversals as they have a significant impact on the evacuation efficiency. The authors proposed analytical techniques to solve the model. In this project, the authors developed a multimodal evacuation model and they hope to apply the model for an event management at the football stadium at the University of Florida. The model is used to establish optimal evacuation routes to the bimodal evacuation problem and obtain efficient loading schemes for the staged evacuation. As a future extension, the authors are working on acceleration of the convergence of the algorithm.
KW  - Algorithms
KW  - Contraflow lanes
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Mathematical models
KW  - Multimodal transportation
KW  - Route choice
KW  - Special events
KW  - Traffic congestion
KW  - Traffic mitigation
UR  - http://cms.ce.ufl.edu/research/Pardalos_Final_Report_2008-005.pdf
UR  - http://ntl.bts.gov/lib/45000/45600/45641/Pardalos_Final_Report_2008-005.pdf
UR  - https://trid.trb.org/view/915693
ER  - 

TY  - RPRT
AN  - 01154167
AU  - Zhang, Lihul
AU  - Yin, Yafeng
AU  - Washburn, Scott S
AU  - University of Florida, Gainesville
AU  - Center for Multimodal Solutions for Congestion Mitigation
AU  - Research and Innovative Technology Administration
TI  - Simulation-Based Robust Optimization for Signal Timing and Setting
PY  - 2009/12/30/Final Report
SP  - 50p
AB  - The performance of signal timing plans obtained from traditional approaches for pre-timed (fixed-time or actuated) control systems is often unstable under fluctuating traffic conditions. This report develops a general approach for optimizing the timing of pre-timed signals along arterials under day-to-day demand variations or uncertain traffic future growth. Based on a cell-transmission representation of traffic dynamics, a stochastic programming model is formulated to determine cycle length, green splits, phase sequences and offsets to minimize the expected delay incurred by high-consequence scenarios of traffic demand. The stochastic programming model is simple in structure but contains a large number of binary variables. Existing algorithms, such as branch and bound, are not able to solve it efficiently, particularly when the optimization horizon is long and the network size is large. Consequently, a simulation-based genetic algorithm is developed to solve the model. The model and algorithm are validated and verified in two networks. It is demonstrated that the resulting robust timing plans perform better against high-consequence scenarios without losing optimality in the average sense. More specifically, the plans reduce substantially the mean excess delay across the high-consequence scenarios without compromising the average delay across all scenarios under both congested and uncongested traffic conditions.
KW  - Actuated traffic signal controllers
KW  - Arterial highways
KW  - Cell transmission models
KW  - Genetic algorithms
KW  - Highway traffic control
KW  - Offsets (Traffic signal timing)
KW  - Optimization
KW  - Pretimed traffic signal controllers
KW  - Stochastic programming
KW  - Traffic delays
KW  - Traffic signal timing
UR  - http://cms.ce.ufl.edu/research/Yin_CMS_2008-003_final.pdf
UR  - http://ntl.bts.gov/lib/45000/45600/45639/Yin_CMS_2008-003_final.pdf
UR  - https://trid.trb.org/view/915694
ER  - 

TY  - ABST
AN  - 01461984
TI  - Freight Trip Generation and Land Use (Jointly Funded as NCHRP 08-80)
AB  - The current transportation planning process does not effectively estimate freight activity necessary to assist decisionmakers when making infrastructure choices. While travel-demand modeling has a robust process for estimating passenger travel needs based on the traditional four-step travel-demand modeling process, the same cannot be said for freight-demand modeling. Increased truck volumes, coupled with increased multimodal operations and changing logistics, have made it more difficult for standard modeling techniques to fully account for the dynamic nature of freight transportation for estimating trip patterns when considering land use changes and the resultant traffic changes. Land use-freight relationships represent a central issue for adequately planning infrastructure investments and land use policy and planning. The state of the practice for conducting establishment surveys and collecting freight data are insufficient for addressing emerging needs and demands. Often, evaluating the potential trip generation from a proposed project depends on assumptions such as traffic generation based on square footage or other gross characteristics such as establishment type or the number of loading docks.  In addition, an improved understanding of the relationship between freight trip generation and land use (freight establishment level) characteristics is needed to enable a more comprehensive analysis.  As such, research is needed to improve the elements of freight transportation planning. The objective of this research is to develop a handbook that provides improved freight trip generation rates, or equivalent metrics, for different land use characteristics related to freight facilities and commercial operations to better inform state and local decisionmaking. Trip generation rates shall include all modes of freight transport, except pipelines. The research should also include a CD-ROM tutorial for applying the handbook.
KW  - Decision making
KW  - Freight transportation
KW  - Land use planning
KW  - Multimodal transportation
KW  - Travel demand
KW  - Trip generation
KW  - Truck traffic
KW  - Trucking
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2668
UR  - https://trid.trb.org/view/1230204
ER  - 

TY  - RPRT
AN  - 01153272
AU  - Tarefder, Rafiqul A
AU  - Bateman, Damien
AU  - University of New Mexico, Albuquerque
AU  - New Mexico Department of Transportation
AU  - Federal Highway Administration
TI  - Future Design of Perpetual Pavements for New Mexico
PY  - 2009/12/29/Final Report
SP  - 158p
AB  - This study provides guidance for future designs of perpetual pavements in New Mexico. The perpetual pavement in this study refers to only hot mix asphalt (HMA) pavement sections designed for a useful life of 50 years or more without having major distresses such as fatigue and rutting. This project conducts an in-depth literature search of state departments of transportation and foreign agencies pertaining to design and application of perpetual pavements. This report highlights the perpetual pavements designed by state highway agencies nationwide and summarizes their experience, as well as their conclusions on perpetual pavement performance. The Mechanistic Empirical Pavement Design Guide (MEPDG) is used as an analysis tool. This study evaluates the effects of moisture infiltration on perpetual pavements. A full literature review conducted on moisture damage testing indicates that dynamic modulus testing of wet and dry HMA samples is found to be an appropriate approach to account for moisture damage in perpetual pavements. This study determines the combination of layer, stiffness, and thickness to produce optimal perpetual pavements. This is achieved by creating a test matrix of varying MEPDG input parameters. Input parameters such as HMA layer thickness, HMA mix design, and performance grade (PG) binders are varied and analyzed using the MEPDG. From the trial designs, perpetual pavements have been found for moderate to high truck traffic using HMA thicknesses varying from 10 to 15 inches. Perpetual pavements have been found both with and without rich binder layers (RBLs). Results shown in this study indicate that fatigue cracking is not a major concern for designing perpetual pavements in New Mexico’s conditions (using MEPDG), rather rutting is more of a concern.
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - Literature reviews
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Moisture damage
KW  - New Mexico
KW  - Pavement design
KW  - Pavement performance
KW  - Perpetual pavements
KW  - Rutting
UR  - http://dot.state.nm.us/content/dam/nmdot/Research/PerpetualPavements_Final%20Report_FinalVersion.pdf
UR  - http://ntl.bts.gov/lib/42000/42500/42507/PerpetualPavements_Final_Report_FinalVersion.pdf
UR  - https://trid.trb.org/view/914928
ER  - 

TY  - ABST
AN  - 01464309
TI  - Climate Change and the Highway System: Impacts and Adaptation Approaches
AB  - The transportation industry will face new and emerging challenges in the future that will dramatically reshape transportation priorities and needs. The American Association of State Highway and Transportation Officials (AASHTO) recognizes that research can help ensure that transportation practitioners are equipped to deal with future challenges facing the industry over the next 30 to 40 years. These challenges may derive from the impacts of major global trends, such as climate change, changes in the cost of fuels, and new technology, and from domestic trends, such as changing demographics and lifestyle expectations, changes in land use patterns, and limitations in current transportation finance methods. AASHTO has allocated $5,000,000 to examine longer-term strategic issues both global and domestic that will likely affect state departments of transportation (DOTs) and directed $1,000,000 to each of the following projects: (1) Potential Changes in Goods Movement and Freight in Changing Economic Systems and Demand; (2) Framework for Advance Adoption of New Technologies to Improve System Performance; (3) Approaches to Enhance Preservation, Maintenance, and Renewal of Highway Infrastructure; (4) Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation; and (5) Potential Impacts of Climate Change on Transportation Infrastructure and Operations, and Adaptation Approaches. The<span> </span>2008 report, "Long-Range Strategic Issues Facing the Transportation Industry"</a> prepared by ICF International of Fairfax, Virginia, presents a framework for this effort and identifies future issues and trends, which may create new challenges for the transportation industry, based on a literature scan of work conducted by futurists, demographers, economists, and other experts.<span> </span>Research conducted for this project will focus on a longer timeframe (30 to 40 years) than are typically examined in the NCHRP programs. Although some of the future challenges facing the transportation industry are emerging today, the goal of this research is to look beyond and focus on the longer term consequences. Independently, and in combination, these trends may have significant implications for the transportation system. Many of the trends and forces affecting the future are interrelated and the crosscutting linkages between trends and forces that will affect transportation in the future will be examined. Research conducted for this project should consider the following two goals: (1) anticipate the future issues that may be approaching so that transportation agencies are better prepared to respond to new and emerging challenges; and (2) explore visions of what the future should look like, so that transportation agencies can help shape the future through their decision-making.</font></span></p><p class="MsoListBullet" style="MARGIN: 0in 0in 0pt; TEXT-ALIGN: justify"><span style="FONT-SIZE: 11pt"><font face="Times New Roman"></font></span></p><p class="MsoListBullet" style="MARGIN: 0in 0in 0pt; TEXT-ALIGN: justify"><span style="FONT-SIZE: 11pt"><font face="Times New Roman"></font></span></p><span style="FONT-SIZE: 11pt"><font face="Times New Roman"><p class="MsoNormal" style="MARGIN: 0in 0in 0pt; TEXT-ALIGN: justify"><o:p><font size="3"></font></o:p></p><font size="3"><p class="MsoNormal" style="MARGIN: 0in 0in 0pt; TEXT-ALIGN: justify"><font size="3"></font></p><p class="MsoNormal" style="MARGIN: 0in 0in 0pt; TEXT-ALIGN: justify"> </p></font></font></span>
KW  - Alternate fuels
KW  - Climate change
KW  - Demographics
KW  - Energy levels
KW  - Fuel costs
KW  - Technological innovations
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2631
UR  - https://trid.trb.org/view/1232538
ER  - 

TY  - RPRT
AN  - 01163055
AU  - Rosenbaugh, Scott K
AU  - Faller, Ronald K
AU  - Lechtenberg, Karla A
AU  - Bielenberg, Robert W
AU  - Sicking, Dean L
AU  - Reid, John D
AU  - University of Nebraska, Lincoln
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Dynamic Evaluation of New York State’s Aluminum Pedestrian Signal Pole System
PY  - 2009/12/22/Final Report
SP  - 87p
AB  - The New York State Department of Transportation (NYSDOT) mounts pedestrian “hand/man” signals to aluminum poles and uses frangible transformer bases to allow the system to break away. However, engineers at NYSDOT believed that the material properties of the aluminum poles themselves would allow the pedestrian signal poles to break away without the use of transformer bases. Elimination of the frangible transformer base would result in significant savings. An aluminum pedestrian signal pole system was erected at the Valmont testing facility and tested with the Valmont-MwRSF/UNL pendulum with crushable nose in accordance with NCHRP Report No. 350 test designation no. 3-60. Upon impact the pole broke away from the base plate assembly, and the surrogate vehicle change in velocity was measured to be 13.9 ft/s (4.2 m/s), satisfying the limit of 16.4 ft/s (5.0 m/s). However, the remaining stub height measured 4.5 in. (114 mm), and violated the 4 in. (100 mm) stub height limit. Thus, the test was deemed unsuccessful. The results from the impact test were used in a numerical analysis to predict the change in velocity for the high-speed impact test, test designation no. 3-61. This analysis showed that the aluminum pedestrian signal pole would also satisfy the occupant risk criteria during a high-speed test. Since the pole cleanly broke away in the test and the high-speed impact analysis showed a satisfactory change in velocity, the excessive stub height was the only result that prevented this installation from becoming crashworthy. As such, three separate design modifications were presented for aiding the system to satisfy the stub maximum height limit.
KW  - Acceptance tests
KW  - Aluminum
KW  - Breakaway supports
KW  - Impact tests
KW  - NCHRP Report 350
KW  - New York (State)
KW  - Pedestrian phase
KW  - Pendulum tests
KW  - Poles (Supports)
KW  - Signal supports
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/TRP-03-223-09.pdf
UR  - https://trid.trb.org/view/923577
ER  - 

TY  - RPRT
AN  - 01152839
AU  - Zimmerman, Carol
AU  - Shao, Gang
AU  - Balke, Kevin
AU  - Schreffler, Eric
AU  - Rodier, Caroline
AU  - Shaheen, Susan
AU  - Munnich, Lee
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - San Francisco Urban Partnership Agreement: National Evaluation Plan
PY  - 2009/12/22
SP  - 92p
AB  - This report provides an analytic framework for evaluating the San Francisco Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The San Francisco UPA projects to be evaluated focus on those related to variable parking pricing. Those projects include variable pricing of on-street and off-street parking in the City of San Francisco, enhancements to 511 to include parking information, an integrated payment system for parking and transit, and expansion of telecommuting/TDM outreach activities to support the other projects. The San Francisco UPA national evaluation plan identifies major questions to be answered through the evaluation, the evaluation analyses to be used to address those questions, and the data needed for the analyses. It also outlines the test plans that will be used to collect and analyze the required data. The evaluation plan is based on the National Evaluation Framework (NEF) prepared for the U.S. DOT. Four objective questions that were posed by U.S. DOT serve as a starting point for the NEF and San Francisco evaluation plan. These questions are how much congestion was reduced; what contributed to the reduction and what were the associated impacts; what lessons were learned about non-technical factors for success; and what were the overall cost and benefit of the congestion reduction strategies. The four objective questions were translated into twelve evaluation analyses, which in turn consist of hypotheses and questions, measures of effectiveness (MOEs), and data required for the MOEs. This document presents the plan for evaluating the San Francisco UPA projects.
KW  - Congestion pricing
KW  - Evaluation and assessment
KW  - Parking
KW  - Partnerships
KW  - San Francisco (California)
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32600/32616/sanfranupa.pdf
UR  - https://trid.trb.org/view/914421
ER  - 

TY  - RPRT
AN  - 01149539
AU  - Sayer, James R
AU  - LeBlanc, David J
AU  - Bogard, Scott E
AU  - Blankespoor, Adam D
AU  - University of Michigan Transportation Research Institute
AU  - Research and Innovative Technology Administration
TI  - Integrated Vehicle-Based Safety Systems (IVBSS) Light Vehicle Platform Field Operational Test Data Analysis Plan
PY  - 2009/12/22
SP  - 99p
AB  - This document presents the University of Michigan Transportation Research Institute’s plan to perform analysis of data collected from the light vehicle platform field operational test of the Integrated Vehicle-Based Safety Systems (IVBSS) program. The purpose of the IVBSS program is to evaluate the effectiveness of, and driver acceptance for, state-of-the-art integrated crash warning systems for both passenger cars and commercial trucks. The light vehicle platform in the IVBSS FOT includes four integrated crash-warning subsystems (forward crash, lateral drift, curve speed, and lane-change/merge crash warnings). The integrated crash warning system is installed into a fleet of 16 passenger cars, each of which is instrumented to capture detailed data regarding the driving environment, driver behavior, warning system activity, and vehicle kinematics. The cars will be operated by 108 randomly selected, licensed drivers from southeast Michigan. Each driver operates the instrumented car in place of the car they normally drive for a period of 40 days—including a 12-day baseline period. Data on driver acceptance for the integrated system are being collected through a post-drive survey and debriefings. The plan describes analyses that emphasize a summary of integrated crash warning system activity, examines how the integrated system affects driver behavior, and assesses driver acceptance for the integrated system. The analyses are intended to be complementary to analyses being performed by an independent evaluator, the Volpe National Transportation Systems Center.
KW  - Acceptance
KW  - Behavior
KW  - Crash avoidance systems
KW  - Demonstration projects
KW  - Drivers
KW  - Highway safety
KW  - Integrated vehicle-based safety systems
KW  - Intelligent vehicles
KW  - Vehicle safety
KW  - Warning systems
UR  - http://deepblue.lib.umich.edu/bitstream/2027.42/64505/1/102497.pdf
UR  - https://trid.trb.org/view/910658
ER  - 

TY  - ABST
AN  - 01465792
TI  - Florida Wildlife Crossings Project
AB  - The Florida panther has been listed as an endangered species under the Endangered Species Act since 1972. The number of  Florida panthers killed by collisions with vehicles have been on the increase since 2000. Wildlife crossings have been shown to decrease panther mortalities by vehicles. More crossings are needed throughout the panther's range to prevent mortalities from reversing the population gains that have occurred during the past 10 years. To facilitate construction of new crossings, less expensive structures need to be designed and tested. A test project is being proposed to evaluate smaller structures as panther crossings that will lower the vertical profile of the crossing as well as shorten the length of roadway where additional fill is needed to accommodate the structure. A demonstration project of a smaller and cheaper wildlife crossing than the ones currently utilized for Florida Panthers will be designed and two such crossings will be installed along a Florida county road.
KW  - Animal vehicle collisions
KW  - Design
KW  - Endangered species
KW  - Florida
KW  - Highway safety
KW  - Wildlife crossings
UR  - https://trid.trb.org/view/1234026
ER  - 

TY  - RPRT
AN  - 01356711
AU  - Westat
AU  - Federal Motor Carrier Safety Administration
TI  - Seat Belt Usage by Commercial Motor Vehicle Drivers (SBUCMVD) 2009 Survey
PY  - 2009/12/18/Final Report
SP  - 57p
AB  - The Seat Belt Usage by Commercial Motor Vehicle Drivers (SBUCMVD) Survey is a nationally representative field data collection program that provides estimates of safety belt restraint use by drivers and other occupants of medium and heavy duty commercial motor vehicles (CMVs). The 2009 overall seat belt usage rate for drivers of all medium and heavy duty trucks and buses combined was 74%. The usage rate for CMV other occupants was 61%. A total of 20,818 CMVs, 20,818 drivers, and 1,628 other occupants were observed at 827 sites. Seat belt use was observed to be higher in states governed by primary belt use laws (78%) than secondary belt use laws (67%). Seat belt usage among drivers and other occupants in units identified as part of a regional or national fleet (78%) was also observed to be higher than non-regional/non-national (independent) operators (64%). These estimates show an increase from 2008. Observations on the use of seat belts were conducted on a sample of arterial roads (ART) and limited access highways (LAH) by trained Data Collectors and the data collection protocol remained the same as last year. All data were collected on Personal Digital Assistants (PDAs) with a newly developed data collection program. Independent traffic counts were also recorded to help calibrate the estimates.
KW  - Arterial highways
KW  - Bus drivers
KW  - Commercial drivers
KW  - Data collection
KW  - Expressways
KW  - Heavy duty trucks
KW  - Independent operators
KW  - Medium trucks
KW  - Motor carriers
KW  - Personal digital assistants
KW  - Seat belt use
KW  - Seat belts
KW  - Surveys
KW  - Traffic counts
KW  - Trend (Statistics)
KW  - Truck drivers
KW  - Vehicle fleets
KW  - Vehicle occupants
UR  - https://trid.trb.org/view/1122105
ER  - 

TY  - ABST
AN  - 01462190
TI  - Promoting Environmental Goals in Freight Transportation through Industry Benchmarking
AB  - The freight sector is increasingly recognized as a major source of air pollution. As such, public agencies are rapidly developing policies and programs to reduce related emissions and are challenged to maximize the environmental benefits of public investments. The private sector, including shippers and carriers, is also working to decrease emissions and meet expectations. In addition to complex, resource-intensive freight emissions models and studies currently undertaken by public agencies, many think that other tools are needed. Public agencies and private industry often use performance measurements to guide their resource allocation decisions for operations, asset management, capital investment, planning, and policy development. It has been suggested that more attention should be given to using benchmarking tools to set and achieve environmental performance targets. Setting targets generally entails balancing competing objectives and dealing with political implications. Performance targets would be set on sound and defensible bases and with the concurrence of key decisionmakers and stakeholders. Benchmarking presents an efficient approach to reducing freight emissions and impacts because it can accelerate improvements by eliminating the trial and error process. "Benchmarking is simply the process of measuring the performance of one's company against the best in the same or another industry" (William Stevenson, Productions/Operations Management, 1996). A prerequisite for an efficient benchmark tool in the freight context would require different measures for different modes. For example, in the freight gateway context, the individual modal operator must be able to recognize and feel responsible for the performance on which the enterprise (gateway) is being measured. This is not possible if truck haulage is placed in the same category as rail haulage or ship emissions. Therefore, the benchmarking exercise would have to include modal, intermodal, and supply chain considerations.  Research is required to develop guidance for systematically developing emissions benchmarking programs that will serve both public and private objectives by examining the pros and cons of emissions benchmarking and analyzing the potential efficacy of benchmarking as a complement to other emissions reduction strategies. The objective of this research is to develop a handbook to (1) identify and evaluate approaches that can be used by public and private entities to estimate, monitor, and reduce freight emissions and impacts across the supply chain; (2) examine how benchmarking can be used in the freight and logistics industry to promote environmental performance; and (3) create a framework to apply environmental benchmarking for addressing air quality impacts.
KW  - Emission control systems
KW  - Environmental control
KW  - Environmental policy
KW  - Freight transportation
KW  - Pollutants
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2670
UR  - https://trid.trb.org/view/1230411
ER  - 

TY  - ABST
AN  - 01464262
TI  - Quick Response for Special Needs. Task 15. Aviation-Industry Issue Familiarization and Training for Part-time Airport Policymakers
AB  - Few airports have adequate budgets with which to train the part-time policymaking leadership and key policy stakeholders on issues that affect airport policy decisions. Many airports are unable send part-time commissioners, board members, new policy leaders, or other policy-related stakeholders to conferences or seminars to learn and discuss the regulatory or national-political framework within which airports must operate. The Federal Aviation Administration (FAA), responsible for providing regulatory oversight for all airports, cannot interpret all nuances of their regulations to fit individual airport governance, purpose, or motivation models. It is understood that part-time airport policy leadership may not need to know much of this information to the degree of those who are working full-time within the terminal or airfield environment, on a technical or managerial basis. However, an overview of policy issues affecting airport administrative and operational decisions would provide airport policy leaders, stakeholders, and policy-related decision-makers a common framework to understand administrative and operational necessity, and thereby make better informed policy decisions. The target audience for this project would be airport executives and their part-time policy leaders, and key policy-making stakeholders. The project will include a review of current Airport Cooperative Research Program (ACRP) research, current literature, and industry practices related to airport-policy issues that are typically discussed with members of airport boards, part-time commissioners, policy-reviewing advisory committees, city councils, city managers, and other key participants in airport policy discussions. The research team will survey airports, interview FAA Airport District Office managers, and key industry associations. The project will assess all collected material and produce a concise summary of key policy issues (A Primer), as well as (stand-alone) recommendations of best practices for conveying information to the part-time policy makers, and recommend an agenda or syllabus for presenting key policy issues.
KW  - Airport operations
KW  - Aviation
KW  - Civil aviation
KW  - Decision making
KW  - Part time employees
KW  - Policy making
KW  - Regulations
KW  - Training
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2679
UR  - https://trid.trb.org/view/1232491
ER  - 

TY  - ABST
AN  - 01464120
TI  - Research for AASHTO Standing Committee on Highways. Task 280. AASHTO Materials
AB  - The AASHTO Subcommittee on Materials (SOM) maintains the Standard Specifications for Transportation Materials and Methods of Sampling and Testing (Materials Book) that covers over 400 Testing procedures and materials related specifications. Test methods termed "C" specifications are in a format that makes it difficult for technicians to follow the test, as reference is made to a cover letter that may alter portions of the tests. These "C" specifications need an overall review as it is anticipated that many are in need of revisions and updating to current practice. Also, "C" specifications cannot be provided through the AASHTO Electronic Bookstore due to their current formatting, requiring AASHTO customers to go elsewhere for these specifications. The objective of this research is to review the "C" specifications in the SOM Materials Book, identify needed technical and editorial changes, revise the specifications as required, and present the revised specifications in AASHTO standard format and supporting commentary to the AASHTO SOM for approval.
KW  - American Association of State Highway and Transportation Officials
KW  - Materials
KW  - Materials management
KW  - Research projects
KW  - Specifications
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2760
UR  - https://trid.trb.org/view/1232348
ER  - 

TY  - RPRT
AN  - 01153277
AU  - Courage, Kenneth G
AU  - Lee, Seokjoo
AU  - University of Florida, Gainesville
AU  - Center for Multimodal Solutions for Congestion Mitigation
AU  - Florida Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Development of a Central Data Warehouse for Statewide ITS and Transportation Data in Florida. Phase III: Final Report
PY  - 2009/12/15/Final Report
SP  - 381p
AB  - This report documents Phase III of the development and operation of a prototype for the Statewide Transportation Engineering Warehouse for Archived Regional Data (STEWARD).  It reflects the progress on the development and operation of STEWARD since the completion of Phase II in April 2008.  The previous effort focused on Florida Department of Transportation (FDOT) District 2 to demonstrate that data from a traffic management center can be centrally archived in a practical manner and that a variety of useful reports and other products can be produced.  The current effort included the addition of data from four more FDOT districts (4, 5, 6 and 7) to the STEWARD database.  A fully functional web site was implemented to support users in retrieving data and creating reports.  Support was provided to a variety of users for research and operational studies.  Analyses were conducted using the data to demonstrate the extraction of traffic counts from detectors, evaluation of managed lanes, travel time reliability reporting, evaluation of the effect of an incident on freeway performance and a comparison of the detector data characteristics with the principles of traffic flow theory.  As a result of this project it was recommended that the STEWARD operation be continued and expanded.  The work was performed under two parallel projects, one of which was supported by the FDOT and the other by the University of Florida.  While the objectives of these two projects were stated separately, some of the activities overlapped the project boundaries in a manner that was mutually beneficial to both projects.  Therefore, the projects have been combined for reporting purposes to facilitate review and assimilation of the "big picture" by stakeholders.  This document serves as the final report for both projects.
KW  - Central data warehouse
KW  - Data banks
KW  - Data warehouses
KW  - Databases
KW  - Decision support systems
KW  - Florida
KW  - Intelligent transportation systems
KW  - Managed lanes
KW  - Traffic counts
KW  - Traffic flow
KW  - Traffic incidents
KW  - Transportation data
KW  - Travel time reliability
KW  - Websites (Information retrieval)
UR  - http://ntl.bts.gov/lib/45000/45600/45637/Courage_Final_RPT_STEWARD_2008-001.pdf
UR  - https://trid.trb.org/view/914905
ER  - 

TY  - ABST
AN  - 01465838
TI  - Extending the Season for Concrete Construction and Repair, Phase III
AB  - The primary objective of this proposed effort is to develop tools and guidance to specify dosage levels of admixtures used in antifreeze concrete, corresponding with the varying cold weather conditions experienced at any job location.
KW  - Admixtures
KW  - Antifreeze
KW  - Cold weather construction
UR  - http://www.pooledfund.org/Details/Study/377
UR  - https://trid.trb.org/view/1234073
ER  - 

TY  - RPRT
AN  - 01154181
AU  - Basham, Kim D
AU  - KB Engineering, LLC
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Treatment Options for ASR-Affected Concrete
PY  - 2009/12/11/Final Report
SP  - 151p
AB  - This research project was undertaken to evaluate the potential of using surface treatments including lithium nitrate, sodium tartarate, siloxanes, silane, and boiled linseed oil to mitigate or slow the rate of concrete deterioration associated with alkali-silica reaction (ASR). Significant amounts of concrete pavements, curbs and gutters, sidewalks, etc. across Wyoming suffer from ASR and related freeze/thaw damage. Any extension of the service life of concrete through remediation can result in significant cost savings to Wyoming Department of Transportation (WYDOT). Also, materials and pavement engineers need methods to evaluate damage and rates of deterioration to help assess the life cycle of ASR-affected concrete. Specific objectives of this investigation were: 1) evaluate the effectiveness of applying various surface treatments to mitigate or slow down the deterioration rate associated with ASR; and 2) evaluate the appropriateness of using the Damage Rating Index (DRI) and ultrasonic pulse velocity (UPV) methods for assessing concrete damage and determining the rate of deterioration caused by ASR. Scope of work included: a condition survey of the ASR deteriorated concrete air service apron at the Riverton Regional Airport; extracting “before” treatment cores for petrographic examination, and determining DRI scores and measuring wave velocities using UPV; apply surface treatments to seven of nine test panels; wait five years and perform a second or “after” treatment survey, and extract “after” treatment cores located adjacent to the “before” cores; perform a second round of petrographic examinations and measure DRI scores and wave velocities. Next, compare the “before” and “after” test results, evaluate the effectiveness of the surface treatments, and determine if the DRI and UPV methods are appropriate for assessing concrete damage and establishing rates of deterioration. Although the study was prematurely terminated after two years, valuable information was obtained: 1) DRI and UPV methods did measure ASR related damage and deterioration; however, correlation of the measured damage and rates of deterioration between these methods was poor; and 2) Test results indicated that surface treatments consisting of lithium nitrate, sodium tartarate and siloxane may reduce the rate of ASR deterioration. However, no firm conclusions were made because of the limited samples tested and conflicting test results from DRI and UPV. This report presents: discussions about ASR, DRI, UPV, test results, comparisons of DRI and UPV test results for “before” and “after” concrete samples representing test panels treated with lithium nitrate, sodium tartarate, siloxanes, silane, and boiled linseed oil. Conclusions and recommendations are also presented.
KW  - Alkali silica reactions
KW  - Aprons (Airports)
KW  - Before and after studies
KW  - Concrete pavements
KW  - Condition surveys
KW  - Deterioration
KW  - Linseed oil
KW  - Lithium nitrate
KW  - Service life
KW  - Silane
KW  - Siloxane
KW  - Sodium tartarate
KW  - Surface treating
KW  - Ultrasonic pulse velocity
KW  - Wyoming
UR  - http://ntl.bts.gov/lib/32000/32500/32593/Report_FHWA_WY_10_01F_Dec_11_2009.pdf
UR  - https://trid.trb.org/view/915750
ER  - 

TY  - RPRT
AN  - 01344905
AU  - Howard, Isaac L
AU  - Mississippi State University, Mississippi State
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Chip and Scrub Seal Field Test Results for Hwy 17 and Hwy 35
PY  - 2009/12/09/Final Report
SP  - 118p
AB  - This report contains field test results from two pavements located in Mississippi containing chip seals and scrub seals. Limestone aggregate from the same source was used with PASS-CR emulsion. The pavements were tested at three intervals. One or both of the pavements were tested for: aggregate retention, skid resistance, cracking, bleeding/flushing, rutting, roughness, and structural integrity via a Falling Weight Deflectometer (FWD). Analysis consisted of data interpretation focusing on trends and statistical analysis using existing methods with exception of FWD data. FWD data was analyzed with a method developed for this research that combined key elements from methods of Arkansas, North Carolina, and Texas. Test results showed scrub seals to out perform chip seals. Test results also provided information related to construction practices that were compared to best practices recently released in the form of a national synthesis.
KW  - Aggregate retention
KW  - Chip seals
KW  - Cracking
KW  - Falling weight deflectometers
KW  - Field performance
KW  - Mississippi
KW  - Pavements
KW  - Rutting
KW  - Scrub seal
KW  - Skid resistance
UR  - http://ntl.bts.gov/lib/37000/37900/37904/FHWA_MS-DOT-RD-09-202_VII__Final_Report__Mar_10.pdf
UR  - https://trid.trb.org/view/1105252
ER  - 

TY  - RPRT
AN  - 01166628
AU  - ICF International
AU  - Federal Highway Administration
TI  - FHWA/AASHTO Climate Change Adaptation Peer Exchange
PY  - 2009/12/08
SP  - v.p.
AB  - The Federal Highway Administration (FHWA), with the support of the American Association of State Highway and Transportation Officials (AASHTO), convened a peer exchange on current climate change adaptation activities and strategic needs in Schaumburg, Illinois, on December 8, 2009. This workshop included senior officials of state departments of transportation (DOTs), FHWA headquarters and division offices and AASHTO. This report summarizes the results of the exchange, and is one of series of FHWA reports documenting the results of national peer exchanges on integrating climate change considerations into the transportation planning process. FHWA developed this report to summarize the peer exchange results for the use and benefit of DOTs and their stakeholders across the country. The report summarizes participant presentations and the key issues that emerged during the event. To help support state DOT and other transportation agency efforts to adapt to climate change impacts, this report identifies suggestions from the peer exchange participants for potential elements of guidance, research and policy at the national level.
KW  - American Association of State Highway and Transportation Officials
KW  - Climate change
KW  - Guidelines
KW  - Peer exchange
KW  - Policy
KW  - Research
KW  - State departments of transportation
KW  - Transportation planning
KW  - U.S. Federal Highway Administration
KW  - Workshops
UR  - http://www.fhwa.dot.gov/hep/climate/peer_exchange/
UR  - http://www.fhwa.dot.gov/hep/climate/peer_exchange/peer00.cfm
UR  - https://trid.trb.org/view/927282
ER  - 

TY  - RPRT
AN  - 01148572
AU  - Department of Transportation
AU  - Federal Highway Administration
TI  - Transportation Technology Innovation and Demonstration Program (TTID)
PY  - 2009/12/08
SP  - 23p
AB  - This report presents the results of the U.S. Department of Transportation Office of Inspector General's (OIG's) audit of the Federal Highway Administration’s (FHWA) management and oversight of the $54 million awarded under the Transportation Technology Innovation Demonstration Program (TTID). TTID was conceived as a partnership between the public and private sectors. The private partner would install and operate technology that collected traffic data from public roadways in exchange for the exclusive right to generate revenue from the data, such as by marketing on-air traffic reports. If revenue reached a certain threshold, the private partner would share the proceeds with the public partner. The private partner would also give the data to the public partner to manage traffic congestion—such as locating and responding to traffic crashes and planning infrastructure projects for congested road segments. Congestion costs Americans $78 billion annually, including 4.2 billion hours of excess travel time and 2.9 billion gallons of extra fuel. To implement TTID, FHWA paid the private partner (referred to in this report as the service provider) $2 million per metropolitan area to provide traffic data services through installation and operation of sensors and data transmission equipment in public rights-of-way. The service provider then negotiated agreements with metropolitan areas—addressing terms such as where, when, and how the service provider would install its equipment and how the partners would calculate the service provider’s revenue sharing and use the collected traffic data. OIG reviewed FHWA’s management of TTID, including the process to select private partners after 2005 amendments to the authorizing statute. In discussions with staff, OIG agreed to assess whether FHWA (1) achieved statutory goals and optimized TTID benefits for the public partners and (2) complied with 2005 statutory provisions for a competitive private partner selection process. Briefly, TTID addressed statutory goals, but FHWA did not optimize the program’s benefits for the public partners. Regarding competition for TTID service provision, FHWA took action to comply with the 2005 statutory provisions calling for a competitive private partner selection process. However, FHWA had limited TTID funds remaining and experienced delays during the competitive solicitation process. Congress rescinded the remaining money before FHWA completed the competition.
KW  - Financing
KW  - Incident management
KW  - Management
KW  - Oversight
KW  - Public private partnerships
KW  - Revenues
KW  - Traffic data
KW  - Traffic flow
KW  - Transportation Technology Innovation Demonstration program
UR  - http://www.oig.dot.gov/sites/dot/files/TTID_12_8_2009.pdf
UR  - https://trid.trb.org/view/908319
ER  - 

TY  - RPRT
AN  - 01518858
AU  - Cluett, Chris
AU  - Gopalakrishna, Deepak
AU  - Battelle Seattle Research Center
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Benefit-Cost Assessment of a Maintenance Decision Support System (MDSS) Implementation: The City and County of Denver
PY  - 2009/12/07/Final Report
SP  - 57p
AB  - The Federal Highway Administration, U.S. Department of Transportation, has established a Road Weather Management Program (RWMP) that seeks to improve the safety, mobility and productivity of the nation’s surface transportation modes by integrating meteorology into transportation operations and maintenance. A central activity of the RWMP has been to develop and encourage the deployment of tools to support decision making by transportation operations and maintenance. One of those tools is the Maintenance  Decision Support System (MDSS) that offers road maintenance managers guidance regarding efficient tactical deployment of road crews, equipment and materials with the expectation that the MDSS can save state and local Departments of Transportation money and time while also enhancing the safety and mobility of the traveling public. This report presents the results of a Benefit-Cost Assessment (BCA) of the use of an MDSS by the City and County of Denver, Colorado. The MDSS was used over two consecutive winters (2007-2009) and resulted in budget savings that exceeded costs of the system while maintaining the level of service on the road network. Most of those savings are attributable to more effective tactical crew deployment decisions. The nature of the small sized snow events and the local and arterial road system of the City of Denver resulted in limited ability to test the effects of the MDSS treatment module. Overall,  the City and County of Denver management and staff were very satisfied with the utility and performance of the MDSS in supporting their maintenance decisions.
KW  - Benefit cost analysis
KW  - Decision support systems
KW  - Denver (Colorado)
KW  - Maintenance management
KW  - Weather conditions
KW  - Weather forecasting
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/33000/33100/33156/denver_mdss_bca_report_final.pdf
UR  - https://trid.trb.org/view/1302269
ER  - 

TY  - ABST
AN  - 01462204
TI  - Truck Tolling--Understanding Industry Tradeoffs When Using or Avoiding Toll Facilities
AB  - Tolls have been used to advance an economic rationale for funding roadways, bridges, and tunnels in the United States since its founding. Additionally, tolling is advocated as a means of allocating scarce roadway capacity among users and achieving an array of other policy and environmental objectives. Toll facilities can improve traffic flow along congested corridors and facilities and raise new revenue for investment in transportation infrastructure and services. However, significant concerns remain among key stakeholders regarding the value of tolling. Goods movement businesses (trucking companies, shippers, and receivers) represent some of the most ardent critics of using tolls to address the nation's congestion, environmental, and roadway transportation infrastructure needs. As the national discussion of transportation investment and financing needs progresses, particularly in light of recent congressionally established commissions to address such issues, research is needed to understand how goods movement businesses assess tradeoffs in using or avoiding tolled facilities. Recent Transportation Research Board (TRB) forums that brought advocates and analysts of tolling together with trucking industry representatives highlighted the lack of understanding by advocates and analysts of the business of trucking. Some interviews with freight stakeholders have been conducted through FHWA and are documented in Issues and Options for Increasing the Use of Tolling and Pricing to Finance Transportation Improvements, Final Report, Work Order 05-002, prepared for Federal Highway Administration (FHWA) Office of Transportation Policy Studies, June 9, 2006. Additional research is needed to foster a further understanding of industry tradeoffs when using or avoiding toll facilities. The objective of this research is to identify the value that goods movement businesses seek from the transportation roadway network and their willingness to pay tolls for that value.
KW  - Decision making
KW  - Freight traffic
KW  - Research projects
KW  - Revenues
KW  - Road pricing
KW  - Traffic flow
KW  - Transportation infrastructure
KW  - Trucks
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2662
UR  - https://trid.trb.org/view/1230425
ER  - 

TY  - RPRT
AN  - 01219895
AU  - Egolfopoulos, Fokion
AU  - University of Southern California, Los Angeles
AU  - METRANS Transportation Center
AU  - University Transportation Centers Program
TI  - Combustion and Emission Characteristics of Biofuels Used for Transportation
PY  - 2009/12/05/Final Report
SP  - 49p
AB  - This study focuses on a number of model biofuels, including dimethyl-ether (DME), a promising clean fuel derived through processing of biomass-derived syngas, as well as several low molecular weight methyl-esters as surrogates of fatty acid methl-ester (FAME) type biofuels. The authors studied the combustion characteristics of these fuels as well as their pollutant emissions, particularly nitrogen oxides. They measured laminar flame speeds and extinction limits of DME/air mixtures. Key technical findings include further insight into the combustion characteristics of DME and its high temperature kinetics, as well as a better understanding of the processes leading to nitrogen oxide formation.
KW  - Biomass fuels
KW  - Combustion
KW  - Esters
KW  - Ethers
KW  - Exhaust gases
KW  - Nitrogen oxides
UR  - http://www.metrans.org/sites/default/files/research-project/08-01%20Final_0_0.pdf
UR  - https://trid.trb.org/view/935566
ER  - 

TY  - ABST
AN  - 01461822
TI  - Airport Leadership Development Program
AB  - Future airport leaders require a deeper understanding of current issues and critical concerns as seen from the top of an airport organization. There are few low-risk settings where airport executives can exercise self-evaluation of leadership and decision-making skills with a group of their peers and mentors, and further develop the business acumen needed to direct public- and private-sector organizations in the airport industry. Airport leadership development programs exist in the industry but many have broader goals or present fundamental knowledge to entry-level executives. Research is needed to assist existing and future airport leaders to assess, obtain, and refine their individual leadership skills. Such programs exist in other industries and participants frequently derive long-lasting resource relationships from contact with other participants and instructors that will benefit continued growth. Moreover, such experiences and the skills that are developed are often portable throughout the industry. The objective of this research is to design, develop, pilot-test, and evaluate a complete airport leadership development program that can be used by others to assist existing and future airport leaders assess, obtain, and refine airport-industry leadership skills.
KW  - Airport industry
KW  - Airport operations
KW  - Decision making
KW  - Economic development
KW  - Leadership
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2806
UR  - https://trid.trb.org/view/1230042
ER  - 

TY  - ABST
AN  - 01575904
TI  - Selection of Hybrids and Optimization of Planting to Facilitate Just-in-Time Harvest for Sweet and Energy Sorghum
AB  - No summary provided.
KW  - Biomass
KW  - Grasses
KW  - Just in time production
KW  - Optimization
KW  - Planting
UR  - https://trid.trb.org/view/1368828
ER  - 

TY  - ABST
AN  - 01464072
TI  - Legal Aspects of Airport Programs. Topic 3-06. An Index and Digest of Decisions in LRD 1
AB  - The Airport Cooperative Research Program (ARCP+ Legal Research Digest 1, Compilation of Airport Law Resources (January 2008) ("Digest 1") provides a comprehensive listing of airport-related legal resources, including judicial decisions, government publication, scholarly journals and other periodicals.  The listing of judicial decisions is extensive and sorted by subject area.  The indexing of judicial decisions in this manner makes the Compilation a useful tool for airport management and airport lawyers.  However, people using the journal must still review an individual decision listed to determine the holding and its relevance to a particular legal issue that they face.  Airport lawyers and airport management would benefit if they had access to single source document that not only listed judicial decisions relating to a particular legal issue but that also provided a summary of relevant holdings and a link to the source document itself. ACRP Research Digest 4, Compilation of Department of Transportation (DOT) and Federal Aviation Administration (FAA) Airport Legal Determinations and Opinion Letters Through December 31, 2007 (2008) ("Digest 4") provides an index similar to Digest 1, as well as summaries and links to source documents for DOT and FAA administrative decisions, determinations and legal opinions.  A similar compilation of judicial decisions (with summaries and links to source documents) would complement the information contained in Digest 4, by providing comparable information about adjudications that did not involve Federal administrative determinations and about subsequent judicial determinations on administrative decisions that were challenged in court. The objective of this research project is to make these judicial decisions readily and inexpensively available to airport attorneys, the public and other researchers.  Ideally, the product of this research, if all phases are implemented, would be a web-based searchable database containing the full text of each document as well as a short summary of the outcome.  The database should allow searches by topic, court, and airport involved. The final research report should be a legal research digest similar in form, organization and content to Digest 4.  Where applicable, the summary should identify by case name the administrative decision being reviewed.  The summary should be in sufficient detail to serve as a research guide addressing all major holdings.
KW  - Airport access
KW  - Airport operations
KW  - Decision making
KW  - Laws
KW  - Legal factors
KW  - Policy making
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2877
UR  - https://trid.trb.org/view/1232300
ER  - 

TY  - ABST
AN  - 01462196
TI  - Dry Ice Limits on Aircraft
AB  - Dry ice is widely used as a refrigerant for preservation of perishable commodities transported by air (e.g., food products, biomedical supplies, biological samples, and even some industrial products such as adhesives). Dry ice sublimation producing excess CO2 gas may be dangerous in confined spaces where there is an absence of ventilation or ventilation rates are low. According to the Federal Aviation Administration (FAA), the transportation of dry ice on aircraft should be limited by the ventilation capacity of the aircraft itself so that the concentration of carbon dioxide in the aircraft cabin does not exceed 0.5%. The air carrier industry has experienced difficulty calculating dry ice capacity on aircraft for a number of reasons. FAA has calculated the sublimation rate for dry ice as 2% per hour; however, there are questions about this rate. Factors that influence sublimation include the form of the dry ice itself (e.g., block, pellet, or snow), the nature and quality of the packaging and insulation, and the initial temperature of the contents. Also, the ventilation rate of aircraft varies by aircraft type. For example, new aircraft engines or retrofitted air conditioning systems may influence dry ice sublimation. The number of air conditioning packs operated during flight also influences the rate of ventilation. Finally, the configuration of the aircraft influences the quality of cabin air. For example, passenger aircraft and cargo-only aircraft vary widely in the dry ice loads they can carry. In addition, some older generation aircraft have no ventilation between the cargo and passenger decks, while newer generation aircraft recirculate air through the cargo deck compartments. Research is needed to clarifiy how to use dry ice as a refrigerant so as to enable the safe transport of goods on aircraft. The objective of this research is to develop a decision tool(s) to assist passenger and cargo-only aircraft operators in determining the maximum quantity of dry ice that can be safely carried as cargo.
KW  - Aircraft operations
KW  - Airport operations
KW  - Biomedical engineering
KW  - Commodities
KW  - Dry ice
KW  - Research projects
KW  - Snow and ice control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2661
UR  - https://trid.trb.org/view/1230417
ER  - 

TY  - ABST
AN  - 01461601
TI  - Guideline Development for Minimizing Operating Speed Variance of Multilane Highways by Controlling Access Design
AB  - Traffic speed is generally considered as a core issue in roadway safety. Many previous researches show that speed variance, not necessarily high speed, is associated with an increase in the frequency of crashes. And some factors might affect speed variance and further affect roadway safety performance, such as configurations of speed limits, characteristics of traffic volume, geometry of roadways, driver behaviors, and environmental factors. This research is trying to identify possible factors that could influence the speed variance on multilane roadways, especially for access design factors. Statistical models will be established to summarize relationships between speed variance and these factors. Data collection is performed for modeling, including speed data, geometry data, traffic data, control data and etc. Radar guns and a roadway video log surveillance system (RVLS) will be used to collect speed data, and other necessary data will recur to Florida Inventory Database. Besides the models basing on analysis of field data, another method is also conducted as an addition, by using traffic simulation, such as TSIS. The micro-simulation analysis can be further analyzed to obtain the models that specify the impacts of access management treatments and geometric design on traffic operational speed distributions, which could be used to support the findings from field data analysis. Finally, a guideline will be developed summarizing relationship between all contributing factors and speed variance, in order to improve safety performance.
KW  - Florida
KW  - Guidelines
KW  - High risk locations
KW  - Highway safety
KW  - Multilane highways
KW  - Radar beacons
KW  - Speed variance
KW  - Traffic data
KW  - Traffic simulation
KW  - Traffic speed
KW  - Traffic volume
UR  - https://trid.trb.org/view/1229820
ER  - 

TY  - RPRT
AN  - 01619078
AU  - National Highway Traffic Safety Administration
TI  - Emergency Medical Services Performance Measures: Recommended Attributes and Indicators for System and Service Performance
PY  - 2009/12
SP  - 40p
AB  - The Emergency Medical Service (EMS) Performance Measures Project, begun in 2002 and concluded in 2007, gives the Nation’s EMS community an additional tool to gauge and report various aspects of an EMS system including the environment in which EMS responds, the performance of EMS agencies, and the overall performance of local systems. The goals of the project, addressed in two distinct phases, were to determine whether the country’s EMS leadership desired a common set of specifically defined measures and, if so, what those measures would be. The answer to the first was “yes.” This project report offers 35 consensus-based measures that addresses the second.
KW  - Emergency medical services
KW  - Performance measurement
KW  - Recommendations
UR  - http://www.ems.gov/pdf/research/Studies-and-Reports/EMS_Performance_Measures_2009.pdf
UR  - https://trid.trb.org/view/1435712
ER  - 

TY  - RPRT
AN  - 01594695
AU  - Perk, Victoria A
AU  - Catalá, Martin
AU  - National Bus Rapid Transit Institute
AU  - Federal Transit Administration
AU  - Department of Transportation
TI  - Land Use Impacts of Bus Rapid Transit: Effects of BRT Station Proximity on Property Values along the Pittsburgh Martin Luther King, Jr. East Busway
PY  - 2009/12//Final Report
SP  - 80p
AB  - The development of bus rapid transit (BRT) systems is relatively recent in the United States; however, several systems are operating and many more are being planned. A more comprehensive understanding of the relationship between land use and BRT is needed, particularly in comparison to other fixed-guideway modes. This report documents an effort to quantify the impacts of BRT stations on the values of surrounding single-family homes. The hypothesis is that BRT stations have an impact on property value that is commensurate with rail transit projects considering the level and permanence of services and facilities. To test this hypothesis, a hedonic regression model was used to estimate the impact of distance to a BRT station on the fair market value of single-family homes. Because many BRT systems operating in the United States may be too new to find evidence of capitalization into property values, data from Pittsburgh’s East Busway, one of the oldest operating BRT systems in the country, was used. Decreasing marginal effects were found: moving from 101 to 100 feet from a station increases property value approximately $19.00, while moving from 1001 to 1000 feet increases property value approximately $2.75. Another way to interpret this result is to say that a property 1,000 feet away from a station is valued approximately $9,745 less than a property 100 feet away, all else constant (this figure is determined by summing the marginal effects for each foot of distance).The results shown in this report are only valid for the data used in Pittsburgh’s case. As more BRT systems continue operating in the United States for more years, this method should be applied to other cities and other types of properties to gain a better understanding of the general property value and land use impacts of proximity to BRT.
KW  - Bus rapid transit
KW  - Bus terminals
KW  - Land use
KW  - Location
KW  - Pittsburgh (Pennsylvania)
KW  - Property values
KW  - Regression analysis
UR  - http://www.nbrti.org/docs/pdf/Property%20Value%20Impacts%20of%20BRT_NBRTI.pdf
UR  - https://trid.trb.org/view/1401767
ER  - 

TY  - RPRT
AN  - 01544705
AU  - Hussein, Mazen I
AU  - Petering, Matthew E H
AU  - Horowitz, Alan J
AU  - National Center for Freight and Infrastructure Research and Education (CFIRE)
AU  - Research and Innovative Technology Administration
TI  - A Policy-Oriented Cost Model for Shipping Commodities by Truck
PY  - 2009/12//Final Report
SP  - 66p
AB  - Surprisingly, transportation planners and policy makers do not have the ability to estimate the cost of shipping a quantity of a commodity between two locations for broad categories of goods. Costs of shipping are important components in mode, route, and location choice processes. Good knowledge of costs can aid public sector decision makers in determining the economic benefits of infrastructure improvements or determining the impacts on the private sector of various policies and operational strategies. Shipping costs relate to logistics practices of businesses, and these practices have been changing rapidly in recent years. In this study, the authors inventory cost models that have been used in the past and evaluate the availability of data sets containing shipment cost information. The authors then build a cost model for shipping various commodities and commodity groups by truck and present several examples to show how the model can address issues of interest to carriers, shippers, and governments.
KW  - Commodities
KW  - Costs
KW  - Freight transportation
KW  - Policy analysis
KW  - Transportation policy
KW  - Trucking
UR  - http://www.wistrans.org/cfire/documents/FR_0230.pdf
UR  - https://trid.trb.org/view/1330895
ER  - 

TY  - RPRT
AN  - 01535719
AU  - Federal Motor Carrier Safety Administration
TI  - A Motor Carrier's Guide to Improving Highway Safety
PY  - 2009/12
SP  - 162p
AB  - This guide is intended to provide educational and technical assistance to the motor carrier industry and provide basic guidance on the Federal Motor Carrier Safety Regulations (FMCSRs). It is not intended to be a substitute for the regulations. This guide is comprised of eleven parts, each containing a specific safety regulation topic that is covered in the FMCSRs. Included are: Longer Combination Vehicle (LCV) Driver-Training and Driver-Instructor Requirements, Controlled Substances and Alcohol Use and Testing, Commercial Drivers License (CDL) Standards: Requirements and Penalties, Safety Fitness Procedures, Minimum Levels of Financial Responsibility for Motor Carriers, Qualification of Drivers, Driving of Motor Vehicles, Parts and Accessories Necessary for Safe Operation, Hours of Service of Drivers, and Inspection, Repair, and Maintenance. Each part contains information sheets that cover the highlights of that section. In addition, transportation of hazardous materials, motor carriers of passengers, accident countermeasures, and motor carrier financial and operation statistics are covered.
KW  - Commercial drivers
KW  - Countermeasures
KW  - Federal Motor Carrier Safety Regulations
KW  - Hazardous materials
KW  - Highway safety
KW  - Hours of labor
KW  - Motor carriers
KW  - Qualifications
KW  - Regulations
KW  - Truck crashes
UR  - http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/ETA-Final-508c-s.pdf
UR  - https://trid.trb.org/view/1319994
ER  - 

TY  - RPRT
AN  - 01534776
AU  - Daniel, Jo Sias
AU  - Mitchell, Luke
AU  - Swamy, Aravind Krishna
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Properties of Asphalt Mixtures Containing RAP
PY  - 2009/12//Final Report
SP  - 111p
AB  - A typical New Hampshire Department of Transportation (NHDOT) Hot Mix Asphalt (HMA) concrete mixture contains at least 15% Reclaimed Asphalt Pavement (RAP). The increasing cost of virgin asphalt and aggregate has increased the interest in using higher percentages of RAP in HMA mixtures. The purpose of this research project was to gain a better understanding of how the addition of RAP affects the properties of HMA. The effects of RAP on a particular mixture were evaluated by comparing the dynamic modulus, strength, and volumetric properties of a series of specimens with similar mix designs and materials but containing different percentages of RAP. Additionally, the Mechanistic-Empirical Pavement Design Guide (MEPDG) software was used to evaluate the predicted performance of the mixtures in a pavement surface course. Two sites were selected for this study. The cores from the first site were taken from the pavement prior to milling and tested to determine the properties of the RAP. Mixtures were designed and tested in the lab with various RAP contents (0%, 15%, 25%, and 40%) using the milled material. A second site was selected where loose plant mix and field cores from the overlay were collected and tested. This provided comparisons of plant mixed – laboratory compacted, and plant mixed – field compacted mixtures at one RAP percentage. Overall, this research project showed that the percentage of RAP affects the overall properties of the mixture with respect to volumetrics, dynamic modulus, and strength. However, a statistically significant difference from the virgin mixture was only seen at the 40% RAP level. Laboratory compacted specimens were found to have a significantly higher dynamic modulus and strength than field compacted specimens. Using the MEPDG analysis, the predicted performance of the RAP mixtures in a surface course was equivalent to, or better than the virgin mixture with respect to longitudinal cracking, alligator cracking, and rutting.
KW  - Alligator cracking
KW  - Asphalt mixtures
KW  - Dynamic modulus of elasticity
KW  - Hot mix asphalt
KW  - Longitudinal cracking
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - New Hampshire
KW  - Pavement performance
KW  - Reclaimed asphalt pavements
KW  - Rutting
KW  - Tensile strength
KW  - Volumetric properties
UR  - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282B.pdf
UR  - https://trid.trb.org/view/1320437
ER  - 

TY  - RPRT
AN  - 01526327
AU  - Friedman-Berg, Ferne
AU  - Allendoerfer, Kenneth
AU  - Deshmukh, Atul
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Voice Over Internet Protocol: Speech Intelligibility Assessment
PY  - 2009/12//Technical Note
SP  - 36p
AB  - In this study, the authors examined the speech intelligibility of five codecs and parameter settings to determine their suitability for Air Traffic Control use. These codecs (g711r64, g726r32, g729r8, g723r53, and g726r16) convert analog communications to digital communications. Standard intelligibility tests were used  − the Modified Rhyme Test (MRT) and the Message Completion Task (MCT) − to examine intelligibility differences. For the MRT, codec type had an effect on intelligibility. Performance in an uncompressed audio condition was the best, followed by codecs g711r64 and g726r32, then g729r8, and then g723r53 and g726r16, respectively. Reaction times were consistent with the performance data, with the better performing codecs having shorter reaction times. Subjective intelligibility and acceptability ratings matched the performance and reaction time data. For the MCT, the intelligibility and acceptability ratings for all codecs were high, but no clear pattern was found in the performance data. The authors recommend that the National Airspace System Voice Switch (NVS) program further evaluate the three best performing codecs,  g711r64, g726r32, and g729r8. These codecs delivered the best performance, the shortest reaction times, and the most positive feedback. It is also recommended that the NVS Program Office investigate the effect of channel noise, ambient noise, and level of network utilization on the intelligibility of different codecs.
KW  - Air traffic control
KW  - Assessments
KW  - Digital communication systems
KW  - Reaction time
KW  - Voice communication
KW  - Voice over Internet Protocol
UR  - http://hf.tc.faa.gov/publications/2009-voice-over-internet-protocol/full_text.pdf
UR  - https://trid.trb.org/view/1307207
ER  - 

TY  - RPRT
AN  - 01526256
AU  - Hah, Sehchang
AU  - Yuditsky, Tanya
AU  - Schulz, Kenneth A
AU  - Dorsey, Henry
AU  - Deshmukh, Atul R
AU  - Sharra, Jill
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Evaluation of Human Performance While Wearing Respirators
PY  - 2009/12//Technical Report
SP  - 56p
AB  - The goal of this study was to assess the feasibility of respirator use in Air Traffic Control and Technical Operations. The authors evaluated several models of Powered Air Purifying Respirators (PAPRs) and N95 respirators for usability, effects on human performance, and effects on the wearer’s well-being. The authors found that binoculars could not be used with any of the PAPRs. Wearing a PAPR affected communication, but the characteristics of the respirator, especially the sound level and frequency spectrum of the noise, played a significant role in determining the extent of the effect and the subjective experience of wearing it. The accuracy levels of face-to-face communication were below those that were considered to be minimally acceptable. For the N95 respirators, we found negative effects on face-to-face communication and observed obstructiveness during simulated maintenance.
KW  - Air traffic control
KW  - Communication
KW  - Feasibility analysis
KW  - Human factors
KW  - Respirators
KW  - Sound level
UR  - http://www.tc.faa.gov/its/worldpac/techrpt/tc0910.pdf
UR  - https://trid.trb.org/view/1307230
ER  - 

TY  - RPRT
AN  - 01483474
AU  - Bai, Yong
AU  - Schrock, Steven D
AU  - Mulinazzi, Thomas E
AU  - Hou, Wenhua
AU  - Liu, Chunxiao
AU  - Firman, Umar
AU  - University of Kansas, Lawrence
AU  - University of Nebraska, Lincoln
AU  - Mid-America Transportation Center
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Estimating Highway Pavement Damage Costs Attributed to Truck Traffic
PY  - 2009/12//Final Report
SP  - 180p
AB  - Kansas is one of the leaders in meat production in the United States. In the southwest Kansas region, there are more than three hundred feed yards and several of the biggest meat processing plants in the nation. Heavy trucks (e.g., tractor-trailers) have been used primarily for transporting processed meat, meat byproducts, grain, and other related products. With the continuous growth of these industries, there will be more trucks on highways transporting meat and meat-related products in southwest Kansas. These trucks cause noteworthy damage to Kansas highway pavements, which in turn leads  to more frequent maintenance actions and ultimately more traffic delays and congestion. The primary objective of this research was to estimate the highway damage costs attributed to the truck traffic associated with the processed meat (beef) and related industries in southwest Kansas. The researchers developed a systematic pavement damage estimation procedure that synthesized several existing methodologies including Highway Economic Requirements System (HERS) and American Association of State Highway and Transportation Officials (AASHTO) methods. In this research project, the highway section of US 50/400 between Dodge City and Garden City in Kansas was selected and its pavement data were collected for analysis. Outcomes of this research will be beneficial for the selection of cost-effective transportation modes for the meat processing and related industries in southwest Kansas. It will also help government agents to assess highway maintenance needs and to set up maintenance priorities. Meanwhile, the analysis results will be valuable for the  determination of reasonable user costs. Based on findings of this research, recommendations on the selection of transportation modes are provided and promising future research tasks are suggested as well.
KW  - Cost estimating
KW  - Costs
KW  - Freight transportation
KW  - Highway maintenance
KW  - Kansas
KW  - Oversize loads
KW  - Overweight loads
KW  - Pavement distress
KW  - Tractor trailer combinations
KW  - Truck traffic
KW  - User charges
UR  - http://www.iri.ku.edu/publications/HighwayDamageCosts.pdf
UR  - https://trid.trb.org/view/1251974
ER  - 

TY  - RPRT
AN  - 01473252
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - UDOT Research Division Annual Work Program: Fiscal Year 2010
PY  - 2009/12
SP  - 78p
AB  - The Utah Department of Transportation (UDOT) Research Division is charged with promoting, executing, and implementing research activities within the Utah Department of Transportation, to further the mission of the Department and increase the Department's use of new products and techniques. Aided by the Federal Highway Administration, the Research Division manages a program funded by federal and state money toward these goals. This Annual Work Program document outlines the goals, objectives, structure and programs of the Research Division, presents the budget for FY2010, lists the projects which will be undertaken during the year, and provides a summary of progress on on-going efforts. This information satisfies the Federal requirement for reporting the allocation and use of Federal funds in a state transportation research program. A certification of compliance with Federal regulation is included in this report.
KW  - Budgeting
KW  - Federal aid
KW  - Financing
KW  - Research projects
KW  - State aid
KW  - Utah Department of Transportation
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=31717
UR  - https://trid.trb.org/view/1243876
ER  - 

TY  - RPRT
AN  - 01470325
AU  - Basma, Fadi
AU  - Refai, Hazem H
AU  - University of Oklahoma, Tulsa
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - Collision Avoidance System at Intersections
PY  - 2009/12//Final Report
SP  - 114p
AB  - The number of collisions at urban and rural intersections has been on the rise in spite of  technological innovations and advancements for vehicle safety. It has been reported that nearly a  third of all reported crashes occur in such areas. Consequently, there is a need for a reliable real time warning system that can alert drivers of a potential collision. Most collision avoidance systems  currently being researched are based on road-vehicle or inter-vehicle communication.  Such  systems are vehicle dependent, thus limiting their applicability to vehicles that are equipped with the  proper technologies. In this project, an intersection collision warning (ICW) system based solely on infrastructure communication was developed and tested. ICW utilizes wireless sensor networks  (WSN) for detecting and transferring warning information to drivers to prevent accidents. The system is deployed into intersection roadways and supports real time prevention by monitoring approaching  traffic and providing a warning system to motorists when there is a high probability of collision. The ICW system has been tested at the University of Oklahoma Tulsa campus. For the purpose of evaluation, different collision scenarios have been emulated in a lab setup while the system performance and detection accuracy are evaluated. Results confirm the ability of the system to provide a warning signal in high probability collision situations.
KW  - Accuracy
KW  - Crash avoidance systems
KW  - Intersections
KW  - Sensors
KW  - Warning systems
KW  - Wireless communication systems
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0906.pdf
UR  - https://trid.trb.org/view/1237848
ER  - 

TY  - RPRT
AN  - 01470320
AU  - Dong, Yongtao
AU  - Song, Ruiqiang
AU  - Dhungana, Janak
AU  - Alaska University Transportation Center
AU  - Alaska Department of Transportation and Public Facilities
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
TI  - Study of Concrete Maturity Method in Very Cold Weather
PY  - 2009/12//Final Report
SP  - 55p
AB  - This project developed and tested protocols to determine concrete curing strength during the construction process, so that building under very cold conditions can be performed safely and quickly. Researchers determined the laboratory strength-maturity correlations for concrete mix designs that Alaska Department of Transportation and Public Facilities (ADOT&PF) construction teams commonly use. Field tests were conducted in spring and summer of 2009. This study produced a guide, with procedures and computations designed to help ADOT&PF personnel use the maturity method to better estimate the strength of concrete poured on-site.
KW  - Admixtures
KW  - Cold weather
KW  - Cold weather construction
KW  - Concrete construction
KW  - Concrete curing
KW  - Field tests
KW  - Maturity (Concrete)
KW  - Procedures
KW  - Strength of materials
UR  - http://ine.uaf.edu/autc/files/2011/09/107052_Dong_AUTC_final-report-Dec-092.pdf
UR  - https://trid.trb.org/view/1238022
ER  - 

TY  - RPRT
AN  - 01469968
AU  - Timm, David H
AU  - National Center for Asphalt Technology
AU  - Oklahoma Department of Transportation
AU  - Federal Highway Administration
TI  - I-35 Pavement Instrumentation Phase II
PY  - 2009/12//Final Report
SP  - 12p
AB  - This report documents work conducted by the National Center of Asphalt Technology (NCAT) in support of the University of Oklahoma’s (OU) research efforts on a live pavement test site in Purcell, Oklahoma.  Technical consultations were provided in developing written documentation, in addition to a site visit by NCAT personnel.  The site visit provided future direction for the project and roadside installation of a variable resistor array for the purpose of fine tuning strain gauges embedded in the pavement.  Finally, laboratory testing was conducted at the NCAT lab.  Specifically, asphalt  pavement analyzer (APA) and beam fatigue tests were conducted and data were provided to the OU researchers.
KW  - Asphalt Pavement Analyzer
KW  - Beams
KW  - Data collection
KW  - Fatigue tests
KW  - Installation
KW  - Instrumentation
KW  - National Center for Asphalt Technology
KW  - Oklahoma Department of Transportation
KW  - Strain gages
KW  - Test sections
UR  - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0904.pdf
UR  - https://trid.trb.org/view/1237850
ER  - 

TY  - RPRT
AN  - 01457997
AU  - Sinha, Kumares C
AU  - Labi, Samuel
AU  - McCullouch, Bobby G
AU  - Bhargava, Abhishek
AU  - Bai, Qiang
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Updating and Enhancing the Indiana Bridge Management System (IBMS)
PY  - 2009/12//Final Report
SP  - 203p
AB  - The Indiana Bridge Management System (IBMS) software package, considered one of the few bridge management system software packages in the United States, possesses several unique features such as multiple criteria analysis but has not been used to its full capabilities because of coding language, outmoded operating system, and other software-related problems. Also, the framework lacked certain considerations such as a preventive maintenance component. In addressing this issue, this study reviewed the existing internal logic of IBMS, and updated some of the cost and deterioration models to include preventive maintenance considerations in the decision tree. Also, the IBMS operating system and programming language were updated, and the entire code was rewritten in a new coding platform. The new software package is provided with a new easy-to-use graphical user interface. In rewriting the code, newly available computer programming techniques were identified and used to enhance the program efficiency. The research product is expected to facilitate identification of alternative actions and predict their impacts and costs, and identify optimal preservation policies. Thus the package offers a rational basis by which defensible policies and programs can be developed, compared and selected within performance and budget constraints. The package will help the Indiana Department of Transportation to perform short-term and long-term forecasting of physical and financial needs at both project level and network level. The package can be used to generate reports on trends of individual and network bridge condition at the current time or at any future time corresponding to the prescribed bridge actions. In effect, the research product is useful to Indiana bridge management engineers as a decision-support tool in their business practices.
KW  - Alternatives analysis
KW  - Bridge management systems
KW  - Bridges
KW  - Computer programming
KW  - Decision support systems
KW  - Indiana
KW  - Indiana Department of Transportation
KW  - Manuals
KW  - Software
UR  - http://dx.doi.org/10.5703/1288284314306
UR  - https://trid.trb.org/view/1218777
ER  - 

TY  - RPRT
AN  - 01457939
AU  - Zhu, Karen
AU  - Li, Shuo
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Risk Management and Assessment of Upgrading and Standardizing Guardrail
PY  - 2009/12//Final Report
AB  - The Indiana Department of Transportation (INDOT) has installed guardrail systems on interstate highways and other highways in accordance with a variety of standards throughout the years. Traffic volume has increased and the posted speeds have been raised on most INDOT’s interstate highways. Consequently, the characteristics of run-off-the-road (ROR) crashes may have changed. In the meantime, material prices have increased considerably and the guardrail maintenance and crash repair costs have increased accordingly. There is no doubt all these changes will not only greatly affect the ROR crash prediction, but also greatly affect the guardrail benefit/cost analysis. This study examined the current use of roadside guardrails on INDOT intestates, State highways, and US highways, roadways, including types and lengths of guardrails, types and numbers of guardrail end treatments, and field guardrail positions. Based on the records of total 4657 ROR crashes occurred in 2004 and 2006, this study investigated the characteristics of ROR crashes, such as frequencies and locations of ROR crashes, crash consequences (number of vehicles involved, injuries and fatalities), and the effects of main factors, in particular roadway geometrics, seasons and traffic volume, on the highways of different classes. Furthermore, this study investigated the features of vehicle-guardrail crashes, including impact positions and corresponding frequencies and consequences. ROR crash predictions were examined in all aspects in this study, including encroachment rates, crash probabilities, and severity probabilities. It was found that the encroachment rates obtained by this study are less than those in the AASHTO Roadside Design Guide.  This study evaluated the issues associated with the guardrail crash repair costs, such as parts costs, labor costs, and equipment costs. Guardrail steel parts prices increased dramatically. For guardrail terminal crash repairs, the majority of the repair costs were spent on parts. Hex-Foam Sandwich demonstrated the greatest repair cost per crash and ET 2000 Plus demonstrated the lowest repair cost per crash. The repair costs are overestimated for CAT, ET 2000 Plus, SKT 350 and Impact Barrel, but underestimated for other crash cushions in the INDOT Design Manual. Different from the guardrail terminal repairs, the labor rather than the parts consumed the majority of the repair costs for regular guardrail repairs. The average guardrail repair cost is $722 per crash that is less than the guardrail repair cost the INDOT Design Manual. The annual average guardrail maintenance cost is $0.305 per linear foot. ArcMap was utilized to develop an interface for effectively managing and analyzing guardrails and ROR crash data.
KW  - Benefit cost analysis
KW  - Crash characteristics
KW  - Guardrails
KW  - Indiana Department of Transportation
KW  - Modernization
KW  - Ran off road crashes
KW  - Risk assessment
KW  - Risk management
KW  - Standardization
UR  - http://dx.doi.org/10.5703/1288284314298
UR  - https://trid.trb.org/view/1218764
ER  - 

TY  - RPRT
AN  - 01457392
AU  - McCullouch, Bob G
AU  - Ng, Kok Kuan
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Erosion Control Warranty Specification
PY  - 2009/12//Final Report
SP  - 80p
AB  - One of the main issues in a warranty specification for erosion control items is how to evaluate performance objectively. This project developed a methodology that uses digital images to measure compliance with defined vegetation cover requirements. It is designed essentially for areas where vegetation (grass) is selected as the erosion control measure. The research was a technical approach to examine the feasibility of using digital photographic analysis. It does not address all issues related to field conditions and as such would require review by interested parties to be complete. For example, how often should sample pictures be taken?  Should a random selection process be developed similar to ones currently used to sample asphalt materials? What criteria should be used to elect when the technical process becomes binding to both parties etc. and what wording in the warranty provision should be used? Additional items include who makes the inspection and how do they become trained in the process and become equipped with the necessary camera and light meter. This project provides some technical answers with using this approach. Due to some of the uncertainties discovered with using warranty erosion control on three Indiana Department of Transportation projects it was decided to take a cautious approach to implementing this provision. Therefore the findings are being disseminated to the Erosion Control Committee for further consideration and action.
KW  - Contracts
KW  - Digital cameras
KW  - Erosion control
KW  - Indiana Department of Transportation
KW  - Vegetation control
KW  - Warranty
UR  - http://dx.doi.org/10.5703/1288284314280
UR  - https://trid.trb.org/view/1218746
ER  - 

TY  - RPRT
AN  - 01456674
AU  - Miller, James H
AU  - Mielke, Jon
AU  - Scott, Marc
AU  - Upper Great Plains Transportation Institute
AU  - South Dakota Department of Transportation
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Business Plan for Brookings Area Transit Authority
PY  - 2009/12
SP  - 82p
AB  - Long range planning is crucial for any organization but it is especially important for rural transit systems that have small staffs where one person may possess all the institutional knowledge that keeps things running. Unfortunately, the smallness of these organizations may also demand so much of an administrator's time for day-to-day operations that long-term planning needs go unrecognized and/or unmet. This report addresses the long-range planning needs of a rural transit system by preparing a business plan that identifies existing mobility services and unmet mobility needs and then outlines a plan for meeting related needs in the future. The plan also prepares corresponding operating and capital budgets and identifies potential funding sources. It also presents recommendations that are specific to local operations. Related items include matters such as organizational structure, staff training, succession planning, vehicle replacement, service expansion, and marketing.
KW  - Business practices
KW  - Local transportation
KW  - Long range planning
KW  - Needs assessment
KW  - Rural transit
KW  - South Dakota
KW  - Transit operating agencies
UR  - http://www.ugpti.org/pubs/pdf/SP170.pdf
UR  - https://trid.trb.org/view/1224407
ER  - 

TY  - RPRT
AN  - 01456667
AU  - Miller, James H
AU  - Mielke, Jon
AU  - Scott, Marc
AU  - Upper Great Plains Transportation Institute
AU  - South Dakota Department of Transportation
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Business Plan for People's Transit
PY  - 2009/12
SP  - 60p
AB  - Long range planning is crucial for any organization, but it is especially important for rural transit systems that have small staffs where one person may possess all the institutional knowledge that keeps things running. Unfortunately, the smallness of these organizations may also demand so much of an administrator's time for day-to-day operations that long-term planning needs go unrecognized and/or unmet. This report addresses the long-range planning needs of a rural transit system by preparing a business plan that identifies existing mobility services and unmet mobility needs and then outlines a plan for meeting related needs in the future. The plan also prepares corresponding operating and capital budgets and identifies potential funding sources. It also presents recommendations that are specific to local operations. Related items include matters such as organizational structure, staff training, succession planning, vehicle replacement, service expansion, and marketing.
KW  - Business practices
KW  - Local transportation
KW  - Long range planning
KW  - Needs assessment
KW  - Rural transit
KW  - South Dakota
KW  - Transit operating agencies
UR  - http://www.ugpti.org/pubs/pdf/SP171.pdf
UR  - https://trid.trb.org/view/1224406
ER  - 

TY  - RPRT
AN  - 01456648
AU  - Mattson, Jeremy
AU  - Upper Great Plains Transportation Institute
AU  - Federal Transit Administration
TI  - North Dakota Transportation Survey: Aging and Mobility
PY  - 2009/12
SP  - 65p
AB  - Mobility is fundamentally important for people to live full and satisfying lives. As people age, however, their mobility may decline. To investigate issues of aging and mobility and other concerns of older adults, the AARP conducted a survey of its North Dakota members. This study analyzes the results from the transportation section of the AARP survey. Specific objectives are to determine how informed and satisfied older adults are with their transportation options, how often they make different types of trips, if they desire more trips, if lack of transportation limits the trips they make, what improvements they would like to see made for them to stay in their neighborhood as they age, and what problems they encounter with using public transportation. The survey shows that most AARP members in North Dakota continue to drive, and they are more satisfied than dissatisfied with their transportation options. Although many still drive, transit is found to be very valuable for certain segments of the population and for certain trips, and an analysis of the data using logit modeling shows that for all types of trips, transportation is more likely to be a limiting factor as age increases. Also significant is the impact that disabilities have on the ability to make trips.
KW  - Aged
KW  - American Association of Retired Persons
KW  - Demographics
KW  - Mobility
KW  - North Dakota
KW  - Persons with disabilities
KW  - Statistical analysis
KW  - Surveys
KW  - Travel behavior
UR  - http://www.ugpti.org/pubs/pdf/DP221.pdf
UR  - https://trid.trb.org/view/1224413
ER  - 

TY  - RPRT
AN  - 01456623
AU  - Miller, James H
AU  - Mielke, Jon
AU  - Scott, Marc
AU  - Upper Great Plains Transportation Institute
AU  - South Dakota Department of Transportation
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Business Plan for West River Transit Authority Inc. d/b/a Prairie Hills Transit : Spearfish, South Dakota
PY  - 2009/12
SP  - 72p
AB  - Long range planning is crucial for any organization, but it is especially important for rural transit systems that have small staffs where one person may possess all the institutional knowledge that keeps things running. Unfortunately, the smallness of these organizations may also demand so much of an administrator's time for day-to-day operations that long-term planning needs go unrecognized and/or unmet. This report addresses the long-range planning needs of a rural transit system by preparing a business plan that identifies existing mobility services and unmet mobility needs and then outlines a plan for meeting related needs in the future. The plan also prepares corresponding operating and capital budgets and identifies potential funding sources. It also presents recommendations that are specific to local operations. Related items include matters such as organizational structure, staff training, succession planning, vehicle replacement, service expansion, and marketing.
KW  - Business practices
KW  - Long range planning
KW  - Needs assessment
KW  - Prairie Hills Transit
KW  - Regional transportation
KW  - Rural transit
KW  - South Dakota
KW  - Transit operating agencies
UR  - http://www.ugpti.org/pubs/pdf/SP172.pdf
UR  - https://trid.trb.org/view/1224405
ER  - 

TY  - RPRT
AN  - 01455852
AU  - Zhang, Yu
AU  - Alaska University Transportation Center
AU  - Permafrost Technology Foundation
AU  - Research and Innovative Technology Administration
TI  - Impact of Freeze-Thaw on Liquefaction Potential and Dynamic Properties of Mabel Creek Silt
PY  - 2009/12//Final Report
SP  - 215p
AB  - This study examines the influence of temperature rise and freeze-thaw cycles on the soil liquefaction potential. More specifically, dynamic properties and post-cyclic-loading settlement of fine-grained soils are evaluated in this study. The results can be used to predict seismic response of partially frozen, frozen, or thawed fine-grained soils in seismic subarctic regions. In other words, the influence of seasonal climate change on the seismic response of Mabel Creek silt is reported in this study. Systematic laboratory tests were conducted for the purpose of addressing the influence of temperature and cycles of freeze-thaw on liquefaction of Mabel Creek silt.
KW  - Fine grained soils
KW  - Freeze thaw tests
KW  - Frozen soils
KW  - Liquefaction
KW  - Mabel Creek (Alaska)
KW  - Seismicity
KW  - Silts
KW  - Temperature
UR  - http://ine.uaf.edu/autc/files/2009/12/107041-Liquefaction_Thesis_YU-Zhang_final.pdf
UR  - https://trid.trb.org/view/1223707
ER  - 

TY  - RPRT
AN  - 01386025
AU  - Federal Highway Administration
TI  - Manual on uniform traffic control devices for streets and highways
PY  - 2009/12
SP  - various files
AB  - The Manual on Uniform Traffic Control Devices, or MUTCD, defines the standards used by road managers in the United States to install and maintain traffic control devices on all streets and highways.
KW  - Bicycle facilities
KW  - Color
KW  - Colour
KW  - Construction management
KW  - Construction site
KW  - Curbs
KW  - Delineation
KW  - Design
KW  - Design
KW  - Emergencies
KW  - Emergency
KW  - Entrance
KW  - Entrances
KW  - Flashing light
KW  - Flashing traffic signals
KW  - Freeway
KW  - Freeways
KW  - Kerb
KW  - Legislation
KW  - Legislation
KW  - Level crossing
KW  - Liability
KW  - Light rail transit
KW  - Light rail transport
KW  - Location
KW  - Location
KW  - Low traffic road
KW  - Low volume roads
KW  - Maintenance method
KW  - Navigation
KW  - Navigation
KW  - Pavement marking
KW  - Pedestrian
KW  - Pedestrians
KW  - Railroad grade crossings
KW  - Recreation
KW  - Recreation
KW  - Responsibility
KW  - Road markings
KW  - Road surface properties
KW  - School
KW  - Schools
KW  - Surface course (Pavements)
KW  - Tourism
KW  - Tourism
KW  - Traffic control devices
KW  - Traffic control devices
KW  - Traffic regulations
KW  - Traffic regulations
KW  - Traffic sign
KW  - Traffic signal
KW  - Traffic signals
KW  - Traffic signs
KW  - Warning
KW  - Warning signals
UR  - http://mutcd.fhwa.dot.gov/kno_2009.htm
UR  - https://trid.trb.org/view/1153785
ER  - 

TY  - ABST
AN  - 01381795
AU  - United States. National Highway Traffic Safety Administration (NHTSA)
AU  - United States. National Highway Traffic Safety Administration (NHTSA)
TI  - Trends in fatal crashes among drivers with invalid licences
PY  - 2009/12
IS  - DOT HS 811 229
SP  - 6p
AB  - A valid license is one of the key requirements to drive a motor vehicle as per the laws of every American state.  This research note analyzes data on drivers 16 and older in fatal crashes with invalid licenses.  Major findings and statistical definitions are presented below.  The number of drivers 16 and older involved in fatal crashes with invalid licenses is on average 6,934 each year and had a 2-percentage-point growth rate over the past decade (1998 to 2007).  The proportion of invalid licenses for drivers 16 and older in fatal crashes increased from 11 percent to 14 percent in the past 10 years, averaging 12 percent.
KW  - Accident analysis
KW  - Accident statistics
KW  - Crash analysis
KW  - Crash rates
KW  - Driving without a license
KW  - Fatalities
KW  - Fatality
KW  - Highway safety
KW  - Road safety
KW  - Road safety (human factors)
KW  - Statistics
KW  - Unlicensed driver
KW  - Usa
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811229.pdf
UR  - https://trid.trb.org/view/1149714
ER  - 

TY  - RPRT
AN  - 01374453
AU  - Ranney, Thomas A
AU  - Baldwin, G H Scott
AU  - Vasko, Scott M
AU  - Mazzae, Elizabeth N
AU  - National Highway Traffic Safety Administration
AU  - National Highway Traffic Safety Administration
TI  - Measuring Distraction Potential of Operating In-Vehicle Devices
PY  - 2009/12
SP  - 94p
AB  - Three experiments were conducted to explore the feasibility of adapting existing protocols to assess in-vehicle information systems (IVIS) in production vehicles. Two low-fidelity driving simulators were used: the Lane Change Task (LCT) and the STISIM-Drive combined with the Peripheral Detection Task (PDT). The Rating Scale Mental Effort (RSME) workload rating scale and FaceLab eye tracker were also used. Experiment 1 combined simulator driving with laboratory tasks (visual search and short-term memory scanning), which allowed secondary task load to be systematically varied. Metrics sensitive to changes in visual load included LCT Mean Deviation and the following STISIM/PDT metrics: Car-Following Delay, Standard Deviation of Lane Position (SDLP), Steering Entropy, PDT Mean Response Time, and Proportion of Correct PDT responses. Among objective metrics, only PDT Mean Response Time was sensitive to changes in cognitive load associated with the (auditory/vocal) memory-scanning task. Experiment 2 used real-world secondary tasks performed with a factory-installed navigation system. Secondary tasks differed by input modality (manual vs. voice) and task complexity (destination entry vs. selecting previous destinations). STISIM/PDT metrics, including SDLP, Steering Entropy, and Proportion of Correct PDT Responses were sensitive to task differences, as was the LCT Mean Deviation. STISIM/PDT metrics were more sensitive than LCT metrics to differences in both experiments. The RSME subjective rating scale was sensitive to most differences, while eye position data were not sufficiently reliable to allow computation of eye glance-based metrics. Experiment 3 used an established test-track protocol to determine whether measures obtained in a real driving situation exhibited greater sensitivity to potential distraction effects than those obtained in the simulation laboratory. Several laboratory simulator measures were more sensitive to secondary task load differences than corresponding test track measures. The authors concluded that the STISIM/PDT test venue offers sufficient sensitivity for development of a portable test of IVIS distraction potential in production vehicles for visual/manual tasks; improved sensitivity is needed to assess the effects of cognitive distraction. The authors identified technical problems and questions about test validity to be addressed in subsequent developmental work.
KW  - Automobile navigation systems
KW  - Distraction
KW  - Driver information systems
KW  - Driver workload
KW  - Driving simulators
KW  - In-vehicle devices
KW  - Metrics (Quantitative assessment)
KW  - Secondary tasks
UR  - https://trid.trb.org/view/1142050
ER  - 

TY  - RPRT
AN  - 01370172
AU  - Research and Innovative Technology Administration
AU  - Department of Transportation
TI  - IntelliDriveSM Governance Needs Summary: A Summarization of Research from 2004-2009
PY  - 2009/12
SP  - n.p.
AB  - The concept of governance has long been recognized as a critical component of the eventual success of IntelliDriveSM. Almost since the inception of the Vehicle-Infrastructure Integration (VII) research initiative (the predecessor program to the IntelliDriveSM Program), the issue of governance has been a central theme in anticipation of the policy requirements that need to be resolved and in place to support successful deployment and operations. Between 2005-2009, the issue has been discussed, researched, and described in a variety of ways. Nearly five years of investigation have led to a large body of knowledge that totals over one thousand pages. However, the majority of this body of knowledge addresses governance from the perspective of the VII visions — a system that was to be deployed, operated, and maintained based on a specific architecture and specific set of technologies. Since 2008 and the rebranding of the VII initiative into the IntelliDriveSM Program, this vision has expanded to incorporate a more open architecture and broader set of technologies. A textbox in this paper provides a short summary of the differences and commonalities between VII and IntelliDriveSM. This white paper provides a summary of the body of knowledge developed for VII governance; provides a high level synthesis of what can be learned from past documents and how this information provides a foundation for moving forward; and the identification of a set of proposed next research steps needed to develop a set of viable governance options for IntelliDriveSM. This white paper is divided into five sections as follows:   a)  Definitions: A set of definitions that generically describe governance.   b)  Summary: A summary of the materials on VII governance options developed between 2005-2009.   c) Synthesis: A synthesis on the body of knowledge.   d)  Gaps/Missing or Unknown Information: A list of items that need consideration in addition to the information provided by past documents.   e) Next Steps: A set of proposed next steps.
KW  - Decision making
KW  - Governance
KW  - IntelliDrive (Program)
KW  - Intelligent transportation systems
KW  - Needs assessment
KW  - Research
KW  - Vehicle infrastructure integration
UR  - http://www.its.dot.gov/research_docs/pdf/3GovernanceSum%20Stakeholder%20Review.pdf
UR  - https://trid.trb.org/view/1137004
ER  - 

TY  - RPRT
AN  - 01370067
AU  - James, Robert S
AU  - Cooley, L Allen
AU  - Ahlrich, R C
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Chemically Stabilized Soils
PY  - 2009/12//Final Report
SP  - 396p
AB  - The objective of this study was to conduct laboratory evaluations to quantify the effects of compaction and moisture conditions on the strength of chemically treated soils typically utilized in pavement construction in Mississippi. In order to accomplish these objectives, seven typical virgin soils of Mississippi were selected for evaluation. Strength tests were conducted on these virgin materials in order to develop baseline strength data. Next, selected soils were combined with lime, cement, and/or lime/fly ash to represent typical Mississippi Department of Transportation (MDOT) stabilized materials. Tests conducted within this study included the California bearing ratio (CBR), unconfined compression test and resilient modulus.
KW  - California bearing ratio
KW  - Compressive strength
KW  - Lime fly ash
KW  - Modulus of resilience
KW  - Paving
KW  - Soil compaction
KW  - Soil stabilization
KW  - Soil tests
KW  - Soils by chemical content or action
UR  - http://ntl.bts.gov/lib/44000/44400/44477/State_Study_No._205_Chemically_Stabilized_Soils.pdf
UR  - https://trid.trb.org/view/1138541
ER  - 

TY  - RPRT
AN  - 01370029
AU  - Willis, Jim
AU  - Helms, Daniel
AU  - Battey, Randy
AU  - Bartis, William
AU  - Sulbaran, Tulio
AU  - Marchman, David
AU  - University of Southern Mississippi, Hattiesburg
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of Rumble Stripes on Roadway Safety in Mississippi
PY  - 2009/12//Final Report
SP  - 118p
AB  - Although traffic deaths are caused by an array of factors, in the United States more than half of all roadway fatalities are caused by roadway departures [Federal Highway Administration (FHWA) 2006]. In 2003, there were 25,562 roadway departure fatalities, accounting for 55 percent of all roadway fatalities in the United States. Roadway departure includes run-off-the-road (ROR) and head-on fatalities. In 2003, more than 16,700 people died in ROR crashes (39 percent of all roadway fatalities), and head-on crashes represented 12 percent of all fatal crashes [FHWA 2006]. On average, one roadway departure fatality crash occurred every 23 minutes. An average of one roadway departure injury crash occurred every 43 seconds [FHWA 2006]. In short, roadway departures are a significant and serious problem in the United States. Mississippi Department of Transportation (MDOT) through the Traffic Engineering Division is committed to improve Mississippi highway safety. MDOT has invested valuable resources to implement a series of safety improvement programs such as the “Rumble Stripes” program. Unfortunately, there is a dearth of studies documenting the impact of Rumble Stripes on roadway safety. Thus, this study summarizes an effort funded by the MDOT to quantitatively document the safety impact of rumble stripes in Mississippi. Both descriptive and inferential statistics were used to determine the safety impact. Thirteen road segments were selected to collect and process the data for this research project. The results presented in this paper intend to serve as a sample of the impact of this type of programs. Furthermore, other projects and other departments of transportations might benefit with implementing the analysis presented here as an avenue to quantify the safety impact of rumble stripes an other safety programs.
KW  - Descriptive statistics
KW  - Highway safety
KW  - Mississippi
KW  - Ran off road crashes
KW  - Rumble strips
KW  - Safety programs
KW  - Statistical inference
UR  - http://ntl.bts.gov/lib/44000/44400/44472/State_Study_196___Effectiveness_of_Rumble_Stripes_on_Roadway_Safety_in_Mississippi.pdf
UR  - https://trid.trb.org/view/1138651
ER  - 

TY  - RPRT
AN  - 01366665
AU  - Tsai, Yi-Fang D
AU  - Perel, Michael
AU  - National Highway Traffic Safety Administration
TI  - Drivers’ Mistakes When Installing Child Seats
PY  - 2009/12
SP  - 92p
AB  - This study examined the mistakes that drivers made during the different steps taken to install Child Restraint Systems (CRS). The focus of this study was to identify the reasons drivers made installation mistakes. The participants were observed during their CRS installation process where unfolding installation errors lead to clues about why participants had difficulty with their installation. Five experiments were conducted to identify common errors installing CRS using seat belts or the attachment system known as Lower Anchors and Tethers for Children (LATCH). The investigation examined the factors that contribute to these errors and identified possible improvements that could reduce them. In experiments 1 and 2, 61 participants completed an infant CRS installation to the best of their ability using the original CRS instruction manual and their vehicle owner’s manual. Participants were asked to use a “talkaloud” method, where they explained whatever they were examining, thinking, doing, and feeling as they went about their task. The CRS installation was video-taped with their consent. Participants rated their confidence levels, ease of installation, and CRS usability after the installations were completed. All participants who installed the child seat using the seat belt made at least one error. There was a 95% error rate for participants who completed the infant CRS installation using LATCH. Participants expressed confusion with a feature on the CRS or vehicle approximately two times for each seat belt and LATCH installation. In experiment 3, 22 participants completed a rear-facing and forward-facing installation with a convertible CRS. Common installation problems were loose installation (85%), incorrect seat angling (81.8%), and twisted lower anchor straps (50%). Studies 4 and 5 explored CRS installations by parents and caregivers at child seat inspection events and from parents and caregivers found from local community postings. The installation errors reflected similar common errors found in studies 1-3 but to a lesser degree. Loose installation error rate ranged from 46.7 percent to 65 percent (seat belt or LATCH) and incorrect angling ranged from 27 to 50 percent in studies 4 and 5, respectively. As participants installed the child seats, they acknowledged the difficulty in installing the CRS into the vehicle and with interpreting the manuals but were overly confident that they correctly installed the CRS. Analyses were conducted on the installation errors made by installation type, feature differences across the child seats used, and user ratings.
KW  - Child restraint systems
KW  - Human error
KW  - Installation
KW  - Lower Anchors and Tethers for Children (LATCH)
KW  - Misuse
UR  - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2009/811234.pdf
UR  - https://trid.trb.org/view/1135364
ER  - 

TY  - RPRT
AN  - 01364051
AU  - Melouk, Sharif
AU  - Keskin, Burcu
AU  - Armbrester, Christopher
AU  - Anderson, Michael
AU  - University of Alabama, Tuscaloosa
AU  - University Transportation Center for Alabama
AU  - Research and Innovative Technology Administration
TI  - A Simulation-Optimization–Based Decision Support Tool for Mitigating Traffic Congestion
PY  - 2009/12//Final Report
SP  - 32p
AB  - Traffic congestion has grown considerably in the United States over the past twenty years. In this paper, the authors develop a robust decision support tool based on simulation optimization to evaluate and recommend congestion-mitigation strategies to transportation-system decision-makers. A tabu-search–based optimizer determines different network design strategies on the road network while a traffic simulator evaluates the goodness of fit. The tool is tested with real traffic data.
KW  - Decision support systems
KW  - Optimization
KW  - Tabu search
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Traffic simulation
UR  - http://utca.eng.ua.edu/files/2012/01/Final-Report.pdf
UR  - https://trid.trb.org/view/1132672
ER  - 

TY  - RPRT
AN  - 01354588
AU  - Bonnet, Deborah
AU  - Coplen, Michael
AU  - Patton, Michael Quinn
AU  - Ranney, Joyce
AU  - Snow, Juna
AU  - Research and Innovative Technology Administration
AU  - Fulcrum Corporation
AU  - Federal Railroad Administration
TI  - An Evaluation of the Switching Operations Fatality Analysis 2010 Working Group’s Processes
PY  - 2009/12//Final Report
SP  - 21p
AB  - The Switching Operations Fatality Analysis (SOFA) Working Group was formed to analyze the factors contributing to fatalities in switching operations. The 2010 Working Group invited an independent team of evaluators to assess the thoroughness of the SOFA methodology with the goal of promoting the utilization of SOFA findings. This report, prepared by the evaluation team, describes the SOFA 2010 tools and processes and concludes that they are both systematic and rigorous. The railroad industry is urged to give careful consideration to the findings of the SOFA Working Group in the interest of improving rail yard safety in the years ahead.
KW  - Crash analysis
KW  - Fatalities
KW  - Railroad safety
KW  - Switching
UR  - http://purl.fdlp.gov/GPO/gpo30371
UR  - http://www.fra.dot.gov/Elib/Document/295
UR  - https://trid.trb.org/view/1118247
ER  -