TY  - RPRT
AN  - 01354081
AU  - Zhang, Zhanmin
AU  - Murphy, Michael R
AU  - Jaipuria, Sunny
AU  - Liu, Wenxing
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - 4-Year Pavement Management Plan (With Proposition 12 Projects): Analysis Report
PY  - 2009/12
SP  - 106p
AB  - Rider 55 of TxDOT’s appropriations bill requires that prior to the beginning of each fiscal year, the department provide the Legislative Budget Board and the Governor with a detailed plan for the use of these funds that includes, but is not limited to a district by district analysis of pavement score targets and how proposed maintenance spending will impact pavement scores in each district. The 2009-2012 Pavement Management Plan, which was completed last year, provided TxDOT with a mechanism to be able to predict pavement conditions based on a specified funding level and project specific plan. The resulting report consisted of the summary of the number of lane miles that each district planned to treat as Preventive Maintenance (PM), Light, Medium or Heavy Rehabilitation and the impact that those treatments would have on the pavement conditions. This year, the plan has been updated to extend to FY2013 and a similar report generated.
KW  - Condition surveys
KW  - Expenditures
KW  - Financing
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Planning
KW  - Preventive maintenance
KW  - Ratings
KW  - Rehabilitation (Maintenance)
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9035_01_P4.pdf
UR  - https://trid.trb.org/view/1116074
ER  - 

TY  - RPRT
AN  - 01345471
AU  - Daniel, Jo Sias
AU  - Rivera, Felix
AU  - University of New Hampshire, Durham
AU  - New Hampshire Department of Transportation
AU  - Federal Highway Administration
TI  - Application of the Bailey Method to New Hampshire Asphalt Mixtures
PY  - 2009/12//Final Report
SP  - 185p
AB  - The Superpave mix design system provides guidance in selecting the appropriate component materials for asphalt concrete mixtures.  However, the selection of the design aggregate structure is left to the experience of the mix designer.  This necessarily results in a trial and error process for selecting an aggregate gradation to meet specified volumetric parameters.  Also, the mix designer has no means to evaluate how the mix will work in the field during placement or how it will perform.  It is important to understand the influence of the aggregate structure on the volumetric properties, construction and performance of the asphalt mixture to achieve the desired properties and performance.  The Bailey Method was originally developed by Robert D. Bailey, an Illinois Department of Transportation engineer, as a means to prevent rutting while maintaining durability of mixtures and was based on his experience in the design of asphalt mixtures.  Bailey’s methods have been refined by several researchers to provide a systematic approach to blending aggregates to meet the volumetric criteria for any method of mix design, including Superpave, Marshall and Hveem.  The Bailey Method is based on the concepts of aggregate interlock and aggregate packing.  In addition, the Bailey Method provides tools for evaluating the effect of aggregate structure on mixture properties, constructibility, and performance.  The primary objective of this project was to determine if the Bailey Method can be a useful tool to design mixtures with improved performance using New Hampshire aggregate.  The mode of improvement given attention in this project is resistance to rutting under loading by the Third Scale Model Mobile Load Simulator (MMLS3) in hot, dry conditions.  A secondary objective was to evaluate the use of the MMLS3 as a tool to evaluate rutting.  Six mix designs commonly used throughout New Hampshire were chosen for evaluation.  Half of the designs used gravel stone with rounded, smooth faces and the other half used fractured rock with rough, angular faces.  Two mixtures also contained 15% recycled asphalt pavement.  Nominal maximum size aggregate values of 19mm and 12.5mm were chosen as representative of most mixtures place in the state.  The MMLS3 laboratory testing resulted in expected trends in relative performance of the various mixtures.  Three of the mixtures were then chosen for redesign with the Bailey Method.  The Bailey parameters for the original mixtures were calculated and the gradations were redesigned to fall within the recommended ranges.  The predictions of changes in voids in the mineral aggregate based on the Bailey parameters were reasonable for the angular aggregate, but not for the smooth aggregate evaluated in this study.  The redesigned Bailey mixtures did show an increase in rutting performance.  Overall, this research project showed that the Bailey Method could be a useful tool in the evaluation and design of New Hampshire mixtures.  The Bailey Method should not be used exclusively, but can be used in combination with knowledge of the aggregate angularity, roughness and engineering judgment to provide guidance during the mix design procedure and improve mixture performance.  The study also showed that the MMLS3 is an appropriate method for evaluating the relative rutting performance of different mixtures in the laboratory.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Asphalt mixtures
KW  - Asphalt pavements
KW  - Bailey method
KW  - Interlocking aggregates
KW  - Load tests
KW  - Mix design
KW  - Model mobile load simulators
KW  - New Hampshire
KW  - Pavement performance
KW  - Rutting
KW  - Superpave
KW  - Testing equipment
UR  - https://trid.trb.org/view/1107381
ER  - 

TY  - RPRT
AN  - 01344944
AU  - Christner, Paul J
AU  - Machek, `Elizabeth
AU  - Morse, Lindsey
AU  - Research and Innovative Technology Administration
AU  - National Park Service
TI  - Adams National Historical Park Expanded Transit Service Evaluation
PY  - 2009/12
SP  - 56p
AB  - This report evaluates the 2006 season of operation of a pilot expanded trolley service that operated at Adams National Historical Park from 2005 to 2006.
KW  - Adams National Historical Park
KW  - Alternatives analysis
KW  - Expansion projects
KW  - National parks
KW  - Operations
KW  - Public transit
KW  - Shuttle service
KW  - Transportation planning
KW  - Trolleybuses
UR  - http://ntl.bts.gov/lib/37000/37800/37850/DOT-VNTSC-NPS-10-01.pdf
UR  - https://trid.trb.org/view/1105258
ER  - 

TY  - RPRT
AN  - 01338805
AU  - Chen, Shen-en
AU  - Dai, Kaoshan
AU  - Liu, Wanqiu
AU  - Hauser, Edwin W
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume 7, LiDAR Scan for New Bridge Construction and Bridge Model Validation
PY  - 2009/12//Final Report
SP  - 35p
AB  - Field load tests of a newly constructed bridge across interstate highway I-77 in Iredell County, NC, is performed as a demonstration study of the application of remote sensing for construction delivery validation tool. The SR1102 bridge is a hybrid steel girder bridge using both High Performance Steel (HPS) 70W and HPS 100W steel. The negative moment sections of the girders have HPS 100W flanges, whereas other parts of the girder are composed of HPS 70W steel. In order to ensure construction quality, a baseline Finite Element (FE) model was established. This model will be used as future reference for long-term structural performance monitoring. To validate the model, both static and dynamic tests were conducted on the bridge prior to its opening to traffic. Static load test is conducted using standard truck loading. LiDAR scans of the bridge during actual static load have confirmed the displacement estimate using the FE model. The baseline FE model generated was further updated based on the LiDAR scan results. High resolution, ortho and non-ortho flyover aerial photographs have also been collected as a post-construction documentation. The value of using commercial remote sensing for construction delivery validation is discussed in the final summary.
KW  - Acceptance tests
KW  - Aerial photography
KW  - Bridge construction
KW  - Bridge management systems
KW  - Finite element method
KW  - Girder bridges
KW  - Hybrid steel girders
KW  - Interstate 77
KW  - Iredell County (North Carolina)
KW  - Laser radar
KW  - Load tests
KW  - Mathematical models
KW  - Remote sensing
KW  - Structural health monitoring
KW  - Validation
KW  - Visualization
UR  - http://www.crcnetbase.com/doi/abs/10.1201/b10430-81
UR  - https://trid.trb.org/view/1100753
ER  - 

TY  - RPRT
AN  - 01338804
AU  - Chen, Shen-en
AU  - Rice, Corey
AU  - Philbrick, Brian
AU  - Boyle, Chuck
AU  - Hauser, Edwin W
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management, Phase One, Volume 6, High Resolution Aerial Photography
PY  - 2009/12//Final Report
SP  - 118p
AB  - This volume introduces the small format aerial photography imaging as an important remote sensing tool in the overall Integrated Remote Sensing and Visualization (IRSV) bridge monitoring system. The processes involved in the SI-SFAP (Spatial Integrated – Small Format Aerial Photography) technique initiate from the actual aerial image capture to image processing to rating processing. Each step is shown to have crucial importance in order to accurately and effectively use this tool as a bridge monitoring system. A new bridge rating algorithm using deck surface condition rating is recommended. Resembling current pavement inspection process, the rating technique allows possible standardization and integration into existing bridge inspection and management process. Data found within this document include the surface rating, obstruction detection, as well as expansion joint measurements. All of the important information within is related to determine possible bridge stresses due to bridge movements. Discussions about further temporal data are also included.
KW  - Aerial photography
KW  - Algorithms
KW  - Asset management
KW  - Bridge decks
KW  - Bridge management systems
KW  - Bridge rating
KW  - Condition surveys
KW  - High resolution data
KW  - Image processing
KW  - Remote sensing
KW  - Visualization
UR  - http://transpol.uncc.edu/
UR  - https://trid.trb.org/view/1100752
ER  - 

TY  - RPRT
AN  - 01338803
AU  - Hu, Zhenghui
AU  - Eguchi, Ronald T
AU  - Chung, Howard
AU  - ImageCat, Incorporated
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume 5, Automated Management Bridge Information System
PY  - 2009/12//Final Report
SP  - 52p
AB  - This volume focuses on one of the key components of the Integrated Remote Sensing and Visualization (IRSV) system, i.e., the AMBIS module. This module serves as one of the tools used in this study to translate raw remote sensing data – in the form of either high-resolution aerial photos or video from a ground-based mobile data collection system – into indices that help to quantify the performance state of a bridge. Two major performance conditions are analyzed: the condition of bridge deck surfaces and the amount of separation between bridge deck spans. Both of these performance measures can identify conditions that could adversely affect the performance of a bridge. Also, both conditions, if not mitigated, could become worse with time. Although developed as a separate module, the plan in Phase II is to fully integrate AMBIS into the IRSV system. The results presented in this volume represent “proof-of-concept” that remotely-sensed data can indeed be used to identify potential distress conditions for bridges. While further research is recommended to help refine the distress state rating procedures outlined in this volume, the authors feel that the results are compelling enough to warrant their incorporation into the IRSV system as representative indicators of bridge performance.
KW  - Aerial photography
KW  - Asset management
KW  - Automated data analysis
KW  - Bridge decks
KW  - Bridge management systems
KW  - Condition surveys
KW  - Remote sensing
KW  - Video data
KW  - Visualization
UR  - http://ncrst.uncc.edu/
UR  - https://trid.trb.org/view/1100751
ER  - 

TY  - RPRT
AN  - 01338802
AU  - Wang, Xiaoyu
AU  - Dou, Wenwen
AU  - Chang, Remco
AU  - Ribarsky, William
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume 4, Use of Knowledge Integrated Visual Analytics System in Supporting Bridge Management
PY  - 2009/12//Final Report
SP  - 90p
AB  - The goal of integration should be: "Supporting domain oriented data analysis through the use of knowledge augmented visual analytics system." This project focuses on: Providing interactive data exploration for bridge management; Supporting domain oriented data analysis, including geospatial analysis, temporal analysis and structural analysis; and Enabling knowledge creation and storage through the use of an interactive visual analytics system.
KW  - Asset management
KW  - Bridge management systems
KW  - Data analysis
KW  - Decision making
KW  - Geospatial analysis
KW  - Interactive computer systems
KW  - Remote sensing
KW  - Structural analysis
KW  - Visualization
UR  - http://ntl.bts.gov/lib/54000/54900/54979/PhaseI_USDOT_UNCC_FinalRpt_Vol4.pdf
UR  - https://trid.trb.org/view/1100750
ER  - 

TY  - RPRT
AN  - 01338801
AU  - Chen, Shen-En
AU  - Liu, Wanqiu
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume 3, Use of Scanning LiDAR in Structural Evaluation of Bridges
PY  - 2009/12//Final Report
SP  - 106p
AB  - This volume introduces several applications of the remote bridge inspection technologies using ground-based LiDAR systems. In particular, the application of terrestrial LiDAR for bridge health monitoring is studied. An automatic bridge condition evaluation system based on terrestrial LiDAR data, LiBE (LiDAR based Bridge Evaluation), is developed. The research works completed thus far have demonstrated that LiDAR systems have the functions of defect detection and quantification, clearance measurement, and displacement measurement during bridge static load testing. Several bridges, in Mecklenburg County, North Carolina and other areas, have been evaluated using LiBE and quantitative bridge rating mechanisms are proposed. The proposed ratings are intended to demonstrate how LiDAR-based bridge evaluation can be applied to bridge monitoring consistent with existing state and federal bridge management approach. A cost-benefit analysis has been conducted that demonstrates the relevancy of Commercial Remote Sensing (CRS) technologies to the current nationwide bridge management problem, as well as the potential of reducing the bridge maintenance costs to stackholders. The results generated from these technologies are valuable for bridge maintenance decision making.
KW  - Asset management
KW  - Benefit cost analysis
KW  - Bridge management systems
KW  - Bridges
KW  - Decision making
KW  - Inspection
KW  - Laser radar
KW  - Load tests
KW  - Mecklenburg County (North Carolina)
KW  - Remote sensing
KW  - Structural deterioration and defects
KW  - Structural health monitoring
KW  - Visualization
UR  - http://ncrst.uncc.edu/sites/ncrst.uncc.edu/files/media/defence_wanqiu.pdf
UR  - https://trid.trb.org/view/1100741
ER  - 

TY  - RPRT
AN  - 01338800
AU  - Lee, Seok-Won
AU  - Tolone, William J
AU  - Vatcha, Rashna
AU  - Raghuraman, Mahalakshmi Vishnampettai
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume Two, Knowledge Modeling and Database Development
PY  - 2009/12//Final Report
SP  - 109p
AB  - The Integrated Remote Sensing and Visualization System (IRSV) is being designed to accommodate the needs of today's Bridge Engineers at the state and local level from several aspects that were documented in Volume One, Summary Report. The following provide supplementary descriptions of the input by the Software and Information Systems (SIS) Team in developing the Knowledge Modeling and Database Development of the IRSV Prototype: (1) An explicit language reflected in bridge management processes and the relationships among the language attributes and their semantic understanding at different level of abstraction; (2) Problem Domain Ontology (PDO) that enables bridge managers to solve complex problems where the underlying domain concepts provide a collective understanding of the bridge data based on domain knowledge from multi-dimensional resources; (3) A model of the domain knowledge of bridge inspection processes by using the ontological engineering toolkit called Generic Object Model (GenOM); (4) Support the ability for bridge managers provides to browse, access, query and reason about complex bridge inspection processes; (5) Provide a method for answering “what-if” queries via GenOM by matching various initial conditions and circumstances based on rules specified in the PDO; (6) Rules with ontological concepts and properties that describe the problem domain to support inferences about the problem domain; (7) Temporal knowledge provided through a flexible Service-oriented Architecture (SOA) framework to compose and provide services on-demand to other system modules; (8) A software system that is interoperable, scalable, and adaptable that facilitates heterogeneous data requirements, operational requirements, and overlapping functionalities; (9) Functional requirements primarily based on input and feedback provided by North Carolina Department of Transportation (NCDOT) and Charlotte Department of Transportation (CDOT), which will be expanded to other states and localities in Phase Two; and (10) An IRSV prototype user interface that combines bridge inspection data and domain knowledge based on a knowledge representation and goal-driven modeling technique.
KW  - Aerial surveying
KW  - Asset management
KW  - Bridge management systems
KW  - Bridges
KW  - Infrastructure management
KW  - Inspection
KW  - Knowledge based modeling
KW  - Remote sensing
KW  - Service-oriented architecture
KW  - Transportation infrastructure
KW  - Visualization
UR  - http://ncrst.uncc.edu/
UR  - https://trid.trb.org/view/1100732
ER  - 

TY  - RPRT
AN  - 01338799
AU  - Hauser, Edwin W
AU  - Chen, Shen-En
AU  - University of North Carolina, Charlotte
AU  - Research and Innovative Technology Administration
TI  - Integrated Remote Sensing and Visualization (IRSV) System for Transportation Infrastructure Operations and Management: Phase One, Volume One, Summary Report
PY  - 2009/12//Final Report
SP  - 82p
AB  - The Integrated Remote Sensing and Visualization System (IRSV) is being designed to accommodate the needs of today’s Bridge Engineers at the state and local level from the following aspects: Better understanding and enforcement of a complex inspection process that can bridge the gap between evidence gathering and decision making through the implementation of ontological knowledge engineering system; Aggregation, representation and fusion of complex multi-layered heterogeneous data (i.e. infrared imaging, aerial photos and ground-mounted LiDAR, etc.) with domain application knowledge to support an understandable process for decision-making; Robust visualization techniques with large-scale analytical and interactive visualizations that support users' decision making; and Integration of these needs through the flexible Service-oriented Architecture (SOA) framework to compose and provide services on-demand. The specific objectives of the project are to: Enhance the National Bridge Inventory System (NBIS); Provide opportunities for state and local departments of transportation to develop remote sensing and visualization applications for a bridge management system (BMS); Provide temporal bridge condition tracking; Enable agencies to make more precise damage assessments; and Provide better and more systematic data interpretation through parallel data displays. This first Volume, based on a more complete, seven-volume set of reports, describes the development of the IRSV to date as a summary for management review and understanding. The intent is to ultimately establish a component of an on-going nationwide dialogue and upgrade of BMSs in state and local transportation agencies.
KW  - Aerial surveying
KW  - Asset management
KW  - Bridge management systems
KW  - Bridges
KW  - Decision making
KW  - Infrastructure management
KW  - Inspection
KW  - Knowledge based modeling
KW  - National Bridge Inventory System
KW  - Remote sensing
KW  - Service-oriented architecture
KW  - Transportation infrastructure
KW  - Visualization
UR  - http://ncrst.uncc.edu/
UR  - https://trid.trb.org/view/1100726
ER  - 

TY  - RPRT
AN  - 01336909
AU  - Federal Aviation Administration
TI  - Economic Impact of Civil Aviation on the U.S. Economy
PY  - 2009/12
SP  - 23p
AB  - Civil aviation has become a vital component of todays lifestyle and of modern economic life. Just as Thomas Friedman asserts that cheap and ubiquitous telecommunications have lowered impediments to international competition and innovation, the airline industry has shattered barriers of distance that once limited many global economic transactions. More and more households and businesses have become reliant on the advantages and cost effectiveness of air transportation. Like the Internet and new laborsaving technologies, the growth and maturation of the aviation industry, and civil air transport in particular, is truly a modern marvel. Even during these turbulent economic times, aviation remains a unique link for commerce that contributes to the revitalization of the economy.
KW  - Air traffic
KW  - Air transportation
KW  - Civil aviation
KW  - Economic impacts
KW  - International travel
KW  - Technological innovations
KW  - Travel demand
UR  - http://www.faa.gov/air_traffic/publications/media/FAA_Economic_Impact_Rpt_2009.pdf
UR  - https://trid.trb.org/view/1097948
ER  - 

TY  - RPRT
AN  - 01334239
AU  - ElGawady, Mohamed
AU  - Cofer, William F
AU  - Shafiei-Tehrany, Reza
AU  - Washington State Transportation Center
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Seismic Assessment of WSDOT Bridges with Prestressed Hollow Core Piles – Part II
PY  - 2009/12//Final Report
SP  - 187p
AB  - This report investigates the seismic performance of a reinforced concrete bridge with prestressed hollow core piles. Both nonlinear static and nonlinear dynamic analyses were carried out. A three-dimensional “spine” model of the bridge was developed using SAP2000, including modeling of the bridge bearings, expansion joints, and soil-structure interaction. The effect of foundation soil flexibility was examined by running analyses on three different soil types and comparing the results. The dynamic nonlinear response of the bridge was investigated by using three ground motions with different return periods. The nonlinear static response of the bridge was investigated using different variants of capacity spectrum methods. Nonlinear static analysis provided poor results compared to nonlinear dynamic analysis, due to higher mode effects. Results of both nonlinear static and dynamic analyses showed that the piles fail in a brittle fashion under seismic loading. Using results from 3D finite element analysis of the piles and pile-crossbeam connection, a more advanced spine model was created. The pile-crossbeam connection improved the strength of the bridge.
KW  - Bridge bearings
KW  - Earthquake resistant design
KW  - Expansion joints
KW  - Finite element method
KW  - Hollow piles
KW  - Nonlinear analysis
KW  - Reinforced concrete bridges
KW  - SAP2000 (Computer program)
KW  - Soil structure interaction
KW  - Three dimensional models
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/732.2.pdf
UR  - https://trid.trb.org/view/1097582
ER  - 

TY  - RPRT
AN  - 01333052
AU  - Gross, Frank
AU  - Nabors, Dan
AU  - Gibbs, Margaret
AU  - Vanasse Hangen Brustlin, Incorporated
AU  - Federal Highway Administration
TI  - Federal and Tribal Lands Road Safety Audits: Case Studies
PY  - 2009/12
SP  - 76p
AB  - Road Safety Audits/Assessments (RSAs) are an effective tool for proactively improving the future safety performance of a road project during the planning and design stages, and for identifying safety issues in existing transportation facilities. To demonstrate the usefulness and effectiveness of RSAs on Federal and tribal lands, the Federal Highway Administration (FHWA) Office of Safety and Office of Federal Lands Highway sponsored a series of six Federal and tribal lands. Two additional RSAs on Federal Lands were conducted by Western and Eastern Federal Lands Division Offices. The results of the RSAs have been compiled in this case studies document. Each case study includes photographs, a project description, a summary of key findings, and the lessons learned. The aim of this document is to provide Federal Land Management Agencies (FLMAs) and tribal transportation agencies with examples and advice that can assist them in implementing RSAs in their own jurisdictions.
KW  - Case studies
KW  - Planning and design
KW  - Road Safety Audit Program (Federal Highway Administration)
KW  - Safety audits
KW  - Traffic safety
KW  - Tribal government
KW  - Tribal lands
UR  - http://flh.fhwa.dot.gov/programs/ttp/safety/
UR  - http://ntl.bts.gov/lib/35000/35700/35777/trsa-case-studies-2.pdf
UR  - https://trid.trb.org/view/1094091
ER  - 

TY  - RPRT
AN  - 01329767
AU  - Louch, Hugh
AU  - Robert, William
AU  - Gurenich, Dmitry
AU  - Hoffman, Jocelyn
AU  - Cambridge Systematics, Incorporated
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Asset Management Implementation Strategy
PY  - 2009/12//Final Report
SP  - 65p
AB  - The objective of this research effort was to assist the New Jersey Department of Transportation (NJDOT) Office of Capital Investment Strategies (CIS) in developing an asset management decision support model for use in its resource allocation decisions. This effort both integrates with and builds off of NJDOT’s existing asset management program. Best practices in asset management were first reviewed followed by an assessment of asset management systems currently in place at NJDOT. These findings helped the research team formulate an appropriate decision support model that would inform NJDOT’s project prioritization strategy and assist NJDOT in its cross-asset resource allocation decisions. The result of this research effort is an asset management decision support model that calculates the utility for a user-specified project. The model specifies how NJDOT should use asset management data and systems to support integrated high-level resource allocation decisions and also focuses on how to use available data to prioritize identified problems (also termed “candidate projects” or “project alternatives” in this report), as well as planned projects.
KW  - Asset management
KW  - Capital investments
KW  - Decision support systems
KW  - Implementation
KW  - New Jersey Department of Transportation
KW  - Resource allocation
UR  - http://www.state.nj.us/transportation/refdata/research/reports/NJ-2009-005.pdf
UR  - https://trid.trb.org/view/1090911
ER  - 

TY  - RPRT
AN  - 01207864
AU  - Compton, R
AU  - Vegega, M
AU  - Smither, D
AU  - National Highway Traffic Safety Administration
TI  - Drug-Impaired Driving: Understanding the Problem and Ways to Reduce It: A Report to Congress
PY  - 2009/12//Report to Congress
SP  - 28p
AB  - This report was prepared in accordance with Section 2013 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU). The report summarizes a series of studies undertaken by the National Highway Traffic Safety Administration to acquire the information needed to address the general problem of drug-impaired driving. The report describes the research conducted on prevention, detection, and prosecution of driving under the influence of drugs; issues associated with determining what drugs impair driving; difficulties in relating blood levels of drugs and impairment; lack of information about what drugs are frequently used by drivers and what drugs elevate crash risk; problems in obtaining representative data about current enforcement, prosecution, and adjudication of drug-impaired driving; training for law enforcement officers in recognizing drug-impaired drivers; review of drug-impaired driving laws; and what is known about the role of drugs as causal factors in traffic crashes. It highlights the need for further research and concludes with recommendations to better address the problem of drug-impaired driving.
KW  - Countermeasures
KW  - Crash causes
KW  - Drug effects
KW  - Drug use
KW  - Drugged drivers
KW  - Highway safety
KW  - Impaired drivers
KW  - Traffic crashes
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/811268.pdf
UR  - https://trid.trb.org/view/968179
ER  - 

TY  - RPRT
AN  - 01173873
AU  - ITS America
AU  - Research and Innovative Technology Administration
TI  - North American Intelligent Transportation Systems: ITS Industry Sectors and State Programs: Market Data Analysis Phase 1 White Paper
PY  - 2009/12
SP  - 108p
AB  - In April 2009, the US Department of Transportation (USDOT) asked the Intelligent Transportation Society of America (ITS America) to conduct a two-phase study of Intelligent Transportation Systems (ITS) in North America to develop accurate and comprehensive information about the breadth and size of the North American ITS market, including private sector revenues, state expenditures, and private and public ITS-related employment. This White Paper presents the results of the pilot project, referred to as Market Data Analysis (MDA) Phase 1. Phase 1 included: (1) an initial survey of two states and the development of a methodology for surveying all 50 states and the District of Columbia to understand ITS priorities, expenditures, and strategies; (2) a parallel survey sent to 191 companies engaged in five selected ITS sectors, of which 53 company survey responses provided meaningful ITS data; and (3) establishing a database to house this information to enable the understanding of ITS-related employment, revenues, and product lines.  ITS applications studied include traffic signals and signal control systems; auto manufacturers' ITS-enabled mobility products and services; real-time data service providers related to traffic congestion; transit ITS systems (Automatic Vehicle Locator and Transit Signal Priority Systems); and automotive safety systems.
KW  - Automatic vehicle location
KW  - Automobile safety
KW  - Industries
KW  - Intelligent transportation systems
KW  - ITS program technologies
KW  - Market assessment
KW  - Mobility
KW  - Real time information
KW  - States
KW  - Traffic congestion
KW  - Traffic signal control systems
KW  - Traffic signal preemption
UR  - https://trid.trb.org/view/930626
ER  - 

TY  - RPRT
AN  - 01173217
AU  - Hannon, Daniel J
AU  - U.S. Department of Transportation
AU  - Federal Railroad Administration
TI  - A Literature Review of Inattentional and Change Blindness in Transportation
PY  - 2009/12//Final Report
SP  - 63p
AB  - Inattentional blindness refers to situations in which a person is unaware of a change that is occurring because attention is not currently focused on what is changing. Change blindness occurs when a change takes place during an eye movement or blink that is not noticed. These phenomena pose a serious hazard in transportation, particularly when unexpected changes occur, such as a child running out into the road from between parked cars, or if an air traffic controller fails to detect an aircraft deviating from the assigned clearance. Failure to detect unexpected changes can have devastating consequences. The literature in these fields over the last 10 years is reviewed with a particular focus on transportation issues. Laboratory and field-based studies are viewed, including research on theoretical issues, underlying mechanisms, biological bases, as well as mitigation approaches. The emerging view is that these phenomena are in part driven by prior experience and expectations for what is likely to happen next. Research on mitigation of inattentional and change blindness show promise for developing systems that help human operators to overcome the dangers posed. Recommendations are provided for further research in this area.
KW  - Attention
KW  - Attention lapses
KW  - Blindness
KW  - Blink
KW  - Cognition
KW  - Drivers
KW  - Eye movements
KW  - Human factors in crashes
KW  - Operators (Persons)
UR  - http://ntl.bts.gov/lib/33000/33700/33708/33708.pdf
UR  - https://trid.trb.org/view/930624
ER  - 

TY  - RPRT
AN  - 01172526
AU  - McLeroy, Meredith
AU  - Fowler, David  W
AU  - Won, Moon
AU  - Whitney, David
AU  - Rung, Michael
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of the Use of Higher Micro-Fines in Concrete Pavements Final Report
PY  - 2009/12//Technical Report
SP  - 71p
AB  - The main purpose of this project was to implement previous research performed on concrete utilizing micro-fines in a field test. The project can be divided into three main parts: First, predetermined materials that were local to the field trial site were characterized and used to design three concrete mixtures with increasing percentages of micro-fines. Next, the mixtures were placed on Business 287 in Saginaw, Texas to monitor their workability during construction and their short- and long-term behavior. Lastly, a procedure was developed to design pavement mixtures with higher percentages of micro-fines.
KW  - Concrete
KW  - Concrete pavements
KW  - Field tests
KW  - Microfines
KW  - Mix design
KW  - Paving
KW  - Saginaw (Texas)
KW  - Workability
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9029_01_1.pdf
UR  - http://ntl.bts.gov/lib/34000/34000/34054/5_9029_01_1.pdf
UR  - https://trid.trb.org/view/933386
ER  - 

TY  - SER
AN  - 01167089
JO  - Exploratory Advanced Research Program Fact Sheet
PB  - Federal Highway Administration
AU  - Kerenyi, Kornel
AU  - Federal Highway Administration
TI  - Mapping the Future of Hydraulics Research: A Strategic Plan to Protect Highway Infrastructure
PY  - 2009/12
SP  - 2p
AB  - Nearly 60 percent of failed bridges in recent years have succumbed to hydraulic forces. As our highway infrastructure ages and the risk of bridge and culvert failures rises, the need to predict, detect, and prevent water-related damage grows more urgent. To stimulate advanced research in this area, the Federal Highway Administration’s (FHWA’s) Exploratory Advanced Research (EAR) Program convened the First International Hydraulics Research Forum, gathering researchers and other stakeholders to identify research priorities.
KW  - Aging (Materials)
KW  - Highways
KW  - Hydraulics
KW  - Research
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10034/10034.pdf
UR  - https://trid.trb.org/view/927292
ER  - 

TY  - RPRT
AN  - 01165338
AU  - Chi, Junwook
AU  - Dingus, Rebecca
AU  - Hamilton, Pamela
AU  - Rahall Appalachian Transportation Institute
AU  - Research and Innovative Technology Administration
TI  - 2009 West Virgina State High-Speed and Intercity Passenger Rail Plan
PY  - 2009/12//Final Report
SP  - 149p
AB  - The purpose of this report is to support the West Virginia Department of Transportation in its investment planning and to improve understanding of the value of an efficient passenger rail system in West Virginia.  The report presents an overview of the intercity passenger rail (IPR) system, identifies challenges of existing passenger rail services, and provides suggestions and recommendations for a more efficient IPR system.  In addition, this research identifies potential high-speed intercity passenger rail (HSIPR) corridors in West Virginia with a discussion of their benefits.  Specifically, the report highlights both direct and indirect benefits of HSIPR that contribute to economic recovery efforts, achieve strategic transportation goals, and advance other passenger rail objectives.  Key factors for a successful HSIPR network in West Virginia are discussed by addressing efficient HSR systems in other countries.  Specific objectives will include the following: 1) overview of intercity passenger rail transportation in West Virginia; 2) description of HSR and national and regional HSR plans; 3) discussion of potential direct and indirect benefits of the HSR corridors; 4) lessons from foreign countries for a successful HSR system; 5) identification of potential HSIPR corridors in West Virginia; 6) documentation of potential construction, operation, and maintenance issues for West Virginia HSIPR corridors; and 7) discussion of steps for further research for a more efficient HSIPR system in West Virginia.  Therefore, information provided by this research can be used to evaluate the feasibility of building a new passenger rail system and improving the existing rail network in West Virginia.
KW  - High speed rail
KW  - Intercity transportation
KW  - Passenger trains
KW  - West Virginia
UR  - http://www.njrati.org/wp-content/plugins/research_projects/reports/210171B.pdf
UR  - https://trid.trb.org/view/925118
ER  - 

TY  - RPRT
AN  - 01164855
AU  - Weissman, Sarah
AU  - Jafari, Mohsen
AU  - Szary, Patrick
AU  - Maher, Ali
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Transportation Safety Resource Center (TSRC) 2007
PY  - 2009/12//Final Report
SP  - 26p
AB  - The Transportation Safety Resource Center (TSRC) is the vital link in a collaborative partnership created among federal and state transportation agencies, local stakeholders, academic institutions, and the private sector to provide resources and solutions that address issues of safety on New Jersey’s roads. TSRC functions as an extension of the New Jersey Department of Transportation (NJDOT) Division of Traffic Engineering and Safety. Working with federal, state, and local agencies—including the New Jersey office of the Federal Highway Administration—TSRC coordinates with municipalities to help them align their efforts with key safety initiatives already under way at the state, metropolitan planning organization (MPO), and county levels.
KW  - Coordination
KW  - County government
KW  - Federal government agencies
KW  - Highway safety
KW  - Initiatives
KW  - Local government agencies
KW  - Metropolitan planning organizations
KW  - New Jersey
KW  - State government agencies
KW  - Transportation Safety Resource Center
UR  - http://cait.rutgers.edu/files/207-RU6052_0.pdf
UR  - https://trid.trb.org/view/925759
ER  - 

TY  - RPRT
AN  - 01162483
AU  - Federal Motor Carrier Safety Administration
TI  - Motor Carrier's Guide to Improving Highway Safety
PY  - 2009/12
SP  - 162p
AB  - The Federal Motor Carrier Safety Administration (FMCSA) was established as a separate administration within the U.S. Department of Transportation on January 1, 2000, as a result of the Motor Carrier Safety Improvement Act of 1999. FMCSAs primary mission is to reduce crashes, injuries, and fatalities involving large trucks and buses on our Nations highways. This is  accomplish  through a coordinated effort of Federal, State, and industry organizations to reduce fatalities, injuries, property damage and hazardous materials incidents. The safety and compliance program is implemented through a national network of fifty-two field offices, including the District of Columbia and Puerto Rico. FMCSA has produced A Motor Carriers Guide to Improving Highway Safety. 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).
KW  - Crash injuries
KW  - Fatalities
KW  - Highway safety
KW  - Hours of labor
KW  - Motor carriers
KW  - Qualifications
KW  - Truck crashes
KW  - Truck drivers
UR  - https://trid.trb.org/view/920627
ER  - 

TY  - RPRT
AN  - 01162282
AU  - Federal Highway Administration
TI  - Detroit Intermodal Freight Terminal (DIFT), Wayne and Oakland counties : environmental impact statement
PY  - 2009/12//Volumes held: Final
KW  - Environmental impact statements
KW  - Michigan
UR  - https://trid.trb.org/view/923268
ER  - 

TY  - RPRT
AN  - 01162276
AU  - Federal Transit Administration
TI  - Draper Transit Corridor Project: environmental impact statement
PY  - 2009/12//Volumes held: Draft(2v)
KW  - Environmental impact statements
KW  - Utah
UR  - https://trid.trb.org/view/923262
ER  - 

TY  - RPRT
AN  - 01162142
AU  - Federal Highway Administration
TI  - East Columbia, Boone County : environmental impact statement
PY  - 2009/12//Volumes held: Draft, Final
KW  - Environmental impact statements
KW  - Missouri
UR  - https://trid.trb.org/view/923128
ER  - 

TY  - RPRT
AN  - 01162122
AU  - Federal Highway Administration
TI  - I-69 Evansville to Indianapolis, Indiana Project, Section 3, Washington to Crane NSWC : environmental impact statement
PY  - 2009/12//Volumes held: Draft(2v), Final(2v)
KW  - Environmental impact statements
KW  - Indiana
UR  - https://trid.trb.org/view/923107
ER  - 

TY  - RPRT
AN  - 01160560
AU  - Sun, Charlie
AU  - Beckham, Tony
AU  - Hopkins, Tommy
AU  - Pigman, Jerry G
AU  - Green, Eric R
AU  - Agent, Kenneth R
AU  - University of Kentucky, Lexington
AU  - Kentucky Transportation Cabinet
AU  - Federal Highway Administration
TI  - Guardrail Location Rating System Users Manual
PY  - 2009/12//Final Report
SP  - 56p
AB  - The Kentucky Transportation Cabinet's Division of Maintenance is responsible for identifying and prioritizing locations in need of guardrail.  A procedure used by the Kentucky Transportation Cabinet was originally developed by the Kentucky Transportation Center in 1989 and updated in 2002.  Based on frequent usage by the Kentucky Transportation Cabinet of the guardrail location rating system database, the need was identified to update the existing database and incorporate improved reporting capabilities.  The objectives of the research study, as documented herein, were to update and improve the processes for identification of roadway locations that should be considered for installation of guardrail.  Primary new features include the following:  1) Revised crash data reflecting the most recent statistics of run-off-road crashes; 2) Incorporating the Critical Rate Calculator as the mechanism for obtaining crash data; and 3) Photographs and descriptive information representative of the Subjective Hazard Rating required for each location being considered for guardrail installations.
KW  - Computer program documentation
KW  - Crash data
KW  - Databases
KW  - Guardrails
KW  - Hazard rating
KW  - Highway safety
KW  - Location
KW  - Ran off road crashes
UR  - http://www.ktc.uky.edu/files/2012/06/KTC_09_17_SPR_358_08_1F.pdf
UR  - https://trid.trb.org/view/921358
ER  - 

TY  - RPRT
AN  - 01160003
AU  - Haas, R
AU  - Perry, E
AU  - Rephlo, J
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - Chattanooga SmartBus Project: Phase III Evaluation Report
PY  - 2009/12
SP  - 76p
AB  - This report presents the results of Phase III of the national evaluation of the Chattanooga Area Regional Transportation Authority’s (CARTA) SmartBus Project. The SmartBus Project is a comprehensive transit ITS program for the city of Chattanooga, Tennessee. It involves deployment of a wide array of transit ITS technologies including: data warehousing and reporting software; new operations management software to support fixed-route scheduling and demand response scheduling and dispatch; ticket vending machines for the Incline Railway; a remote diagnostics maintenance system; various on-board systems (mobile data computers, computer-aided dispatch / automated vehicle location software, a covert alarm, automated passenger counters, and a next stop automated announcement system); and new fareboxes, a revenue management system, and a multi-modal transit/parking SmartCard electronic fare payment system. The goal of the evaluation is to determine the impacts of these technologies in performing daily functions such as operations, scheduling, service planning, and maintenance, and to gather and document any lessons learned by the project team throughout the process of the deployment and operation of the technologies. This report discusses impacts of the technologies that have been deployed. The evaluation involved interviews with CARTA staff, review of operations data, a survey of website users, and a review of systems engineering practices. The results of the evaluation indicate that CARTA has seen many benefits from the deployments. However, the fact that the deployment of one of the key technologies, CAD / AVL integration, is not complete has limited the observed benefits.
KW  - Advanced public transportation systems
KW  - Bus transit operations
KW  - Chattanooga (Tennessee)
KW  - Evaluation and assessment
KW  - Impact studies
KW  - Intelligent transportation systems
UR  - http://ntl.bts.gov/lib/32000/32900/32928/index.htm
UR  - http://ntl.bts.gov/lib/32000/32900/32928/t61027_ph3.pdf
UR  - https://trid.trb.org/view/920465
ER  - 

TY  - RPRT
AN  - 01159489
AU  - Agrawal, Anil K
AU  - Fekete, Andreas
AU  - Scherrer, Fred
AU  - VanderGheynst, Bryan
AU  - University Transportation Research Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Water Quality Mitigation Banking
PY  - 2009/12//Final Report
SP  - 128p
AB  - Current practice in New Jersey for mitigating stormwater impacts caused by transportation infrastructure projects is established by New Jersey Department of Environmental Protection (NJDEP) Stormwater Regulations (N.J.A.C. 7:8). These rules outline specific processes to offset impacts to water quality, groundwater recharge and peak rate of runoff/runoff volume resulting from the addition of impervious surfaces. The rules are written to address impacts of individual projects without specific provisions for addressing cumulative programmatic impacts of multiple projects through “mitigation banking”. The requirement to design and build separate, “on site” mitigation features for each project results in delayed implementation schedules, inefficient and nominally effective results and excessive maintenance demand. Over two decades ago, with reference to wetland resources, the need to achieve greater efficiency and environmental and economic benefits of scale led to the creation of wetland banking, which serves as a useful model for establishing a Stormwater Banking Program in the State of New Jersey. This report describes outcomes of a comprehensive study on the feasibility of water quality banking in the State of New Jersey. Groundwater recharge can be included within the banking system; however peak flow control banking is less likely feasible due to the potential for increased flooding of private properties. A detailed survey of future New Jersey Department of Transportation (NJDOT) projects was carried out to assess mitigation needs and to identify a pilot watershed for water quality mitigation banking. The Hackensack River HUC-11 watershed was selected for this purpose. Due to its highly developed context, “on site” project mitigation will likely cause significant hardship and delay future projects. By identifying a feasible “off site” location for water quality treatment, it was shown that an initial bank can be established to meet future needs within the watershed. A framework for tracking mitigation credits using a web-based computer program was also developed for successfully implementing water quality mitigation banking. The approach will provide future opportunities for adding credits to the bank by removing unnecessary impervious surfaces on projects and “over-treatment” at available “on site” best management practices (BMPs).
KW  - Best practices
KW  - Environmental mitigation
KW  - Groundwater recharge
KW  - Mitigation banking
KW  - New Jersey
KW  - Runoff
KW  - Water quality
KW  - Watersheds
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-022.pdf
UR  - http://www.utrc2.org/research/projects.php?viewid=133
UR  - https://trid.trb.org/view/920030
ER  - 

TY  - RPRT
AN  - 01159486
AU  - Mehta, Yusuf
AU  - Gabler, Hampton C
AU  - Daniello, Allison
AU  - Swanseen, Kimberly
AU  - Rowan University
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - New Jersey Motorcycle Fatality Rates
PY  - 2009/12//Final Report
SP  - 122p
AB  - Motorcycle crashes have been increasing in recent years, more than doubling since 1991. In 2007 there were 84 fatal motorcycle crashes in New Jersey. This report describes the methods and findings of an investigation of motorcycle crashes in New Jersey. An additional analysis of guardrail collisions is reported since these crashes have demonstrated to be more severe for motorcyclists than passengers of other vehicles. Lastly, this report provides specific recommendations for reducing the number and severity of motorcycle crashes in New Jersey.
KW  - Countermeasures
KW  - Crash severity
KW  - Fatalities
KW  - Guardrails
KW  - Motorcycle crashes
KW  - New Jersey
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2010-003.pdf
UR  - https://trid.trb.org/view/920044
ER  - 

TY  - RPRT
AN  - 01159481
AU  - Kamga, Camille
AU  - Washington, David
AU  - University Transportation Research Center
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Portable Work Zone Barrier- Mobile Barriers: Mobile Barrier Trailer (MBT-1)
PY  - 2009/12//Final Report
SP  - 38p
AB  - This work has focused on the fabrication and implementation of the Mobile Barrier Trailer (MBT-1), which is a truck mounted, moveable, expandable beam that provides positive work zone protection comparable to a fixed concrete barrier. It is specifically intended to enhance worker safety when carrying out shoulder repair in work zones adjacent to guardrails, inlet repair, bridge rails, bridge deck repair, sound walls and other work where workers are normally exposed to traffic or behind cones in limited work areas for several hours. Usually the shadow vehicle or the truck mounted attenuator provides protection from rear end collisions; the new device provides protection from adjacent lane traffic. The MBT-1 is designed to provide a positive, steel beam protection system for exposed workers who normally work behind temporary cones and barrels in limited work areas. The MBT-1 was developed by Mobile Barriers, LLC. The device is currently implemented by the New Jersey Department of Transportation in East Hanover, NJ.
KW  - Barriers (Roads)
KW  - East Hanover (New Jersey)
KW  - Portable equipment
KW  - Truck mounted attenuators
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2006-021.pdf
UR  - https://trid.trb.org/view/920011
ER  - 

TY  - RPRT
AN  - 01159195
AU  - Freilich, Brian
AU  - Zornberg, Jorge G
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Mechanical Properties of Tire Bales for Highway Applications
PY  - 2009/12//Technical Report
SP  - 300p
AB  - Scrap tire bales are typically treated as discrete elements that consist of approximately one hundred (100) scrap tires compressed into a 4.5 foot by 5 foot by 2.5 foot block. The advantage of baling tires is that a volume reduction of approximately ten is achieved, and handling bales is much simpler, and therefore cheaper, than whole tire or tire shreds. The use of tire bales in highway structures, however, requires that the mechanical properties of the tire bales are known. Determining these properties is vital to the proper design and construction of the tire bale structures. A literature review indicated the lack of material properties that are available for tire bales. A laboratory testing program was designed and implemented to determine the strength and compressibility properties of the bales required for design. Field testing to determine the unit weight and permeability of the tire bale mass was also conducted. Analytical studies and cost benefit analyses highlighting the benefits of using tire bales already assembled were also conducted for a series of tire bale case histories. The following document outlines all the work conducted as part of this, as well as previous, testing programs to determine the properties needed for design of tire bales structures, as well as economical aspects of reusing the tires as opposed to throwing them away.
KW  - Benefit cost analysis
KW  - Compressibility
KW  - Field tests
KW  - Laboratory tests
KW  - Mechanical properties
KW  - Permeability
KW  - Road materials
KW  - Scrap tires
KW  - Strength of materials
KW  - Tire bales
KW  - Weight
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5517_1.pdf
UR  - https://trid.trb.org/view/919783
ER  - 

TY  - RPRT
AN  - 01159192
AU  - Denney, Richard W
AU  - Booz Allen Hamilton
AU  - Iteris, Incorporated
AU  - Federal Highway Administration
TI  - Improving Traffic Signal Management and Operations: A Basic Service Model
PY  - 2009/12//Final Report
SP  - 48p
AB  - This report provides a guide for achieving a basic service model for traffic signal management and operations. The basic service model is based on simply stated and defensible operational objectives that consider the staffing level, expertise and priorities of the responsible agency. The report includes a Literature Review, which provides a review of the National Traffic Signal Report Card and Self-Assessment, case studies based on agency archetypes that provide an understanding of how agencies deliver traffic signal management services based on their resources and interviews with acknowledged leaders providing support for the basic service concept. A discussion of signal timing versatility in support of the role it plays in providing good basic service is included in the Appendix.
KW  - Case studies
KW  - Highway operations
KW  - Highway traffic control
KW  - Literature reviews
KW  - Traffic signal timing
KW  - Traffic signals
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop09055/fhwa_hop_09_055.pdf
UR  - https://trid.trb.org/view/919753
ER  - 

TY  - RPRT
AN  - 01158869
AU  - San Jose State University
AU  - California Department of Transportation
AU  - Research and Special Programs Administration
TI  - The Vision and the Blueprint: High Speed Rail in the United States and Launching High-Speed Rail in the U.S.
PY  - 2009/12
SP  - 76p
AB  - At the  American Public Transportation Association's (APTA) annual meeting in Orlando, Florida on October 4–7, 2009, special sessions on high-speed rail were presented. This report contains the edited proceedings of two sessions, “The Vision and the Blueprint: High Speed Rail in the United States,” and “Launching High-Speed Rail in the U.S.” Topics in the first session included the process of planning and applying for Passenger Rail Investment and Improvement Act (PRIIA) and  American Recovery and Reinvestment Act (ARRA) funding; the role of the States for Passenger Rail organization in the high-speed rail expansion and the application process; and a discussion of North Carolina's high speed rail plans. The second session's topics included the history of high-speed rail in Florida and the state’s planned system; plans for a Midwestern hub system; Texas’ attempts at a high-speed rail system and today’s plans for the “T-Bone Corridor;” and California’s planning process and its planned routes between the Bay Area and Southern California.
KW  - American Public Transportation Association
KW  - Federal aid
KW  - Government funding
KW  - High speed rail
KW  - Passenger Rail Investment Act
KW  - Passenger trains
KW  - Regional transportation
KW  - States for Passenger Rail
KW  - Transportation planning
UR  - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/The%20Vision%20and%20the%20Blueprint12%20%28complete%20Pub%29.pdf
UR  - https://trid.trb.org/view/918707
ER  - 

TY  - RPRT
AN  - 01158462
AU  - Persad, Khali R
AU  - Zhang, Zhanmin
AU  - Murphy, Michael
AU  - Singh, Prakash
AU  - Lasdon, Leon
AU  - Butler, John
AU  - Harrison, Robert
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Special Studies for TxDOT Administration in FY 2009
PY  - 2009/12//Technical Report
SP  - 133p
AB  - This research project was established by the Texas Department of Transportation's (TxDOT’s) Research and Technology Implementation Office to address special studies required by the department’s Administration during FY 2009. Five short-term, quick turnaround tasks were completed and are documented. These tasks included the following:  Task 1: Relationships between Vehicle Operating Costs and Ride Quality; Task 2: Nationwide DOT Per Unit Production Cost Analysis and Comparison; Task 3: Optimization of Emergency Response Among TxDOT Maintenance Sections; Task 4: The Needs and Funding Options for Texas Mega-Bridge Replacement Projects; and Task 5: Tracking the U.S. Fiscal Stimulus Investments in Texas Transportation Projects Supervised by TxDOT and Developing New Economic Impact Models for Project Selection.
KW  - Costs
KW  - Economic models
KW  - Emergency response
KW  - Financing
KW  - Maintenance
KW  - Motor vehicles
KW  - Operating costs
KW  - Project selection
KW  - Replacement (Bridges)
KW  - Research
KW  - Ride quality
KW  - Texas Department of Transportation
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_6581_CT_1.pdf
UR  - https://trid.trb.org/view/919266
ER  - 

TY  - RPRT
AN  - 01156928
AU  - Van Houten, Ron
AU  - Malenfant, JE Louis
AU  - Reagan, Ian
AU  - Sifrit, Kathy
AU  - Compton, Richard
AU  - Center for Education and Research in Safety
AU  - National Highway Traffic Safety Administration
AU  - Transport Canada
TI  - Pilot Tests of a Seat Belt Gearshift Delay On the Belt Use of Commercial Fleet Drivers
PY  - 2009/12
SP  - 40p
AB  - This study evaluated a device that prevented drivers from shifting vehicles into gear for up to 8 seconds unless the seat belt was buckled. Participants, commercial drivers from the United States and Canada who did not consistently wear their seat belts, could avoid the delay by fastening their seat belts. Unbelted participants experienced a delay of either a constant 8 seconds or a variable delay that lasted an average of 8 seconds. United States drivers’ belt use increased from 47% to 68% (a 45% increase), and Canadian drivers’ use rose from 54% to 75% (a 39% increase). There was no significant difference between the fixed and variable delay schedules.
KW  - Commercial vehicles
KW  - Delays
KW  - Drivers
KW  - Gear shifting
KW  - Highway safety
KW  - Seat belts
KW  - Technology
KW  - Utilization
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/811230.pdf
UR  - https://trid.trb.org/view/917329
ER  - 

TY  - RPRT
AN  - 01156906
AU  - Solomon, Mark G
AU  - Preusser, David F
AU  - Tison, Julie
AU  - Chaudhary, Neil K
AU  - Preusser Research Group, Incorporated
AU  - National Highway Traffic Safety Administration
TI  - Evaluation of the May 2007 Click It or Ticket Mobilization
PY  - 2009/12
SP  - 84p
AB  - Click It or Ticket (CIOT) programs are short-duration, high-visibility enforcement of seat belt laws.  The first nationwide program was conducted in May 2003 followed by similar programs during May of each succeeding year.  This report examines the 2007 program as compared with the previous years.  The results indicate that the States bought slightly less paid media in 2006 and 2007 ($23 million in 2005 versus $17 million in 2006 and 2007).  The number of belt use citations issued during CIOT peaked in 2005 and then declined in 2006 and 2007 (727,271 in 2005; 672,574 in 2007).  The national belt use rate as measured by the National Occupant Protection Use Survey rose from 75% to 82% from 2002 through 2005.  It remained at 82% through 2007.  Belt use rates increased in 40 States including the District of Columbia and Puerto Rico and decreased in 12 States.  The number of States that have achieved 90% or better has tripled since 2002 (4 to 12).  This report includes State-by-State data on citation rates per population, ranging from a low of 0 per 10,000 population in Wyoming to a high of 67 per 10,000 in New Jersey.
KW  - Advertising campaigns
KW  - Click It or Ticket
KW  - Highway safety
KW  - Public information programs
KW  - Safety campaigns
KW  - Seat belts
KW  - State laws
KW  - Traffic law enforcement
KW  - Utilization
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/811239.pdf
UR  - https://trid.trb.org/view/917307
ER  - 

TY  - SER
AN  - 01156667
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Tutumluer, Erol
AU  - Mishra, Debakanta
AU  - Butt, Abbas A
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Characterization of Illinois Aggregates for Subgrade Replacement and Subbase
PY  - 2009/12//Research Report
IS  - 09-060
SP  - 179p
AB  - Construction of a pavement working platform is often needed on soft, unstable soils to provide sufficient stability and adequate immediate support for equipment mobility and paving operations without developing excessive rutting. The aggregate type and quality are important factors for determining the required treatment/replacement thickness. The overall objective in this project has been to characterize strength, stiffness, and deformation behavior of three crushed and uncrushed aggregate materials, i.e., limestone, dolomite and uncrushed gravel, commonly used in Illinois for subgrade replacement and subbase. The goal has been to develop aggregate thickness correlations with aggregate properties to modify and improve the thickness requirement curve in the Illinois Department of Transportation's (IDOT’s) Subgrade Stability Manual based on both laboratory and field performances. The initial laboratory phase of the study presented in this report considered both plastic and non-plastic fines (passing No. 200 sieve or 0.075 mm) blended in the engineered gradations of the limestone, dolomite and uncrushed gravel at 4%, 8%, 12%, and 16% target fines content. From the test results, the most important property at low fines contents (less than 8%) was the aggregate type governed by the angularity, i.e., crushed or uncrushed, and the amount of voids in the aggregate matrix. Especially when plastic fines with a plasticity index or PI of 10 or higher were included, the amount of fines had a drastic effect on aggregate performance.
KW  - Aggregate gradation
KW  - Aggregates
KW  - Air voids
KW  - Angularity
KW  - Crushed aggregates
KW  - Dolomite
KW  - Fines (Materials)
KW  - Gravel
KW  - Laboratory tests
KW  - Limestone aggregates
KW  - Paving
KW  - Plasticity index
KW  - Soft soils
KW  - Subbase (Pavements)
KW  - Subgrade (Pavements)
KW  - Working platforms (Road construction)
UR  - https://trid.trb.org/view/917709
ER  - 

TY  - RPRT
AN  - 01156653
AU  - McDowell, Bruce D
AU  - Federal Highway Administration
TI  - Multi-State Institutions for Implementing Improved Freight Movement in the U.S.
PY  - 2009/12//Final Paper
SP  - 41p
AB  - Recognition is growing that large-scale freight corridors in the U.S. need to operate more reliably and efficiently, and that existing institutions may need to work together in new ways. At various points in the nation’s history, similar needs have brought forth appropriate institutional responses at interstate and multi-state scales, using a wide variety of methods. So, there is much to learn by tracing this history. This report is organized in four parts designed to: (1) examine the nature of the need for new freight corridor enhancements, (2) explore the eight basic types of institutional options that have emerged in several fields of public policy capable of implementing improvements across state boundaries, and describe some examples of each that might serve as models for meeting current needs identified by the freight transportation community, (3) consider criteria for assessing institutional models, and (4) examine the institutional implications of a pending bill in Congress designed to strengthen the nation’s freight program.
KW  - Freight corridors
KW  - Freight transportation
KW  - Improvements
KW  - Institutional issues
KW  - Legislation
KW  - Public policy
KW  - United States
UR  - http://www.ops.fhwa.dot.gov/freight/documents/msiwp/msiwp.pdf
UR  - https://trid.trb.org/view/917644
ER  - 

TY  - RPRT
AN  - 01156649
AU  - Thole, Cheryl
AU  - Samus, Joseph
AU  - National Bus Rapid Transit Institute
AU  - Federal Transit Administration
TI  - Bus Rapid Transit and Development: Policies and Practices that Affect Development Around Transit
PY  - 2009/12
SP  - 72p
AB  - The development of Bus Rapid Transit (BRT) systems is relatively recent in the United States, but several systems are in operation and more are advancing. There is a need for a more comprehensive understanding of the relationship between land use and BRT system development, particularly in comparison to other fixed-guideway modes such as heavy and light rail. While recognizing that existing land uses have an important and complex influence on the development costs and benefits of fixed-guideway projects, this research focuses primarily on the impact such projects have had on existing and future land uses and economic development, as well as the policies and practices that have been used by local governments that have the potential to affect development potential. Finally, additional note has been taken as to whether the benefits and incentives offered along transit corridors between BRT and Light Rail Transit (LRT) are equitable in cities in which both modes operate.
KW  - Benefits
KW  - Bus rapid transit
KW  - Economic development
KW  - Incentives
KW  - Land use
KW  - Light rail transit
KW  - Local government
KW  - Policy
KW  - Real estate development
KW  - Transit oriented development
KW  - United States
UR  - http://www.nbrti.org/docs/pdf/BRT%20and%20land%20use_97ver_508.pdf
UR  - https://trid.trb.org/view/917661
ER  - 

TY  - RPRT
AN  - 01156597
AU  - Burgess, Marilouise
AU  - Starnes, Marc
AU  - National Center for Statistics and Analysis
TI  - Factors Related to the Likelihood of a Passenger Vehicle Occupant Being Ejected in a Fatal Crash
PY  - 2009/12//NHTSA Technical Report
SP  - 48p
AB  - This report examined issues related to the ejection status of passenger vehicle occupants in fatal crashes. The tables are produced from data from the National Highway Traffic Safety Administration’s Fatality Analysis Reporting System (FARS) for the 5-year period from 2003 through 2007. The relationship between ejection status and the following factors are included in the report: occupant restraint use, occupant injury severity, vehicle model year, speed limit at the location of the crash, rollover status, vehicle type, occupant age, occupant seat position, initial impact point, and number of vehicles involved in the crash (single-vehicle crash versus multivehicle crash). In fatal crashes from 2003 through 2007, only 2.0% of passenger vehicle occupants who were restrained were ejected from their vehicles, while 35.3% of unrestrained occupants were ejected. Of the nearly 400,000 occupants in these crashes, almost 14% overall were ejected. The percentage of occupants who were ejected has dropped significantly among newer model year vehicles. Among SUVs of MY 1989 through 1998, roughly 21-24% of the SUV occupants in fatal crashes were ejected. Starting with MY 1999, this ejection percentage experienced a steep decline as the model year of the SUV became more recent. The percentage ejected dropped to as low as 9.9% of the SUVs of MY 2005 and later. The corresponding decline was also large among vans, from 15% for vans of MY 1993 down to 8.0% for MY 2005 and later. The decline was less steep among passenger cars, dropping from around 11-12% among MY 1986 through 2000, down to around 9.0% among MY 2005 or later. The gradual decline among pickups was from around 18-22% up to MY 1994, down to 12.7% among MY 2005 or later. The percentage of occupants who were ejected was roughly twice as high when the speed limit was 60 mph or higher (18.6%) versus when the speed limit was 40 mph or less (9.6%). When the road had “no statutory limit,” the percentage of occupants who were ejected was highest, at 23.5%.
KW  - Automobiles
KW  - Crashes
KW  - Ejection
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Model year (Motor vehicles)
KW  - Pickup trucks
KW  - Rollover crashes
KW  - Seat belts
KW  - Speed limits
KW  - Sport utility vehicles
KW  - Tables (Data)
KW  - Vans
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811209.pdf
UR  - https://trid.trb.org/view/917327
ER  - 

TY  - RPRT
AN  - 01156588
AU  - Oliveira, Dionysia F
AU  - Kilpatrick, David J
AU  - Connecticut Department of Transportation
AU  - Connecticut Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Bi-Fueled Vehicles as an Alternative for Work-Trip and Business Commutes
PY  - 2009/12//Report 2
SP  - 41p
AB  - In 1998 a research project was initiated to gather field data and performance information on alternative fueled vehicles (Electric and Compressed Natural Gas Vehicles) to assist the State and Federal Officials in complying with the Energy Policy and Conservation Act of 1992.  This report focuses on the Connecticut Department of Transportation's (ConnDOT's) experience with a 1998 bi-fueled compressed natural gas (CNG) Chevy Cavalier sedan.  The car was part of the state fleet.  It was operated under various weather conditions, trip lengths, and fuel types to document the performance, practicality, and limitations of operating this type of vehicle in Connecticut.  From November 1998 to May 2003, the Research staff accumulated 27,000 miles on the subject vehicle.  Forty percent of the weekly mileage driven was well within the CNG tank capacity range.  If the CNG tank was fueled prior to each individual trip, 90% of all trips recorded in the 55-month time frame were within the range of the CNG-tank's capacity.  A majority of the trips taken were less than 30 miles in length.  Overall CNG fuel economy was 25.6 mpg.  The automobile manufacturer made several changes to the standard Chevy Cavalier (reduction in both trunk and fuel tank sizes) to equip this vehicle with the bi-fuel system and improve its fuel efficiency over the years.  Production of the bi-fuel Chevy Cavalier was discontinued after the 2004 model year.
KW  - Chevrolet Cavalier
KW  - Compressed natural gas
KW  - Connecticut Department of Transportation
KW  - Field data
KW  - Fuel efficiency
KW  - Hybrid vehicles
KW  - Vehicle fleets
KW  - Vehicle performance
UR  - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2223-2-05-3.pdf
UR  - https://trid.trb.org/view/917310
ER  - 

TY  - RPRT
AN  - 01155826
AU  - Avers, Katrina Bedell
AU  - King, S Janine
AU  - Nesthus, Thomas E
AU  - Thomas, Suzanne
AU  - Banks, Joy
AU  - Federal Aviation Administration
AU  - Xyant Technology, Incorporated
AU  - Federal Aviation Administration
TI  - Flight Attendant Fatigue, Part I: National Duty, Rest, and Fatigue Survey
PY  - 2009/12//Final Report
SP  - 28p
AB  - Today’s aviation industry is a 24/7 operation that produces a variety of challenges for cabin crew members including extended duty periods, highly variable schedules, frequent time zone changes, and increased passenger loads. While these operational requirements may be necessary, they are far from ideal with respect to the human body’s biological rhythms for managing sleep and alertness. In fact, acute sleep loss, sustained periods of wakefulness, and circadian factors resulting from this form of misalignment all contribute to fatigue and fatigue-related mishaps (Caldwell, 2005; Rosekind et al., 1996). This survey study was conducted to identify the specific operational factors that may contribute to fatigue in cabin crew operations. A retrospective survey was disseminated to flight attendants representing 30 operators (regional = 17, low-cost = 7, and network = 6). The survey addressed 7 main topics: work background, workload and duty time, sleep, health, fatigue, work environment, and general demographics. Participants were 9,180 cabin crewmembers who voluntarily and anonymously completed the survey and met the criteria to be included in the report (i.e., active flight attendant that had flown the previous bid period with their current airline). This report outlines the results of this survey and provides specific recommendations regarding fatigue issues in cabin crew operations.
KW  - Aviation safety
KW  - Fatigue (Physiological condition)
KW  - Flight attendants
KW  - Hours of labor
KW  - Surveys
KW  - Work schedules (Personnel)
KW  - Workload
UR  - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200924.pdf
UR  - https://trid.trb.org/view/916316
ER  - 

TY  - RPRT
AN  - 01155815
AU  - Dolbeer, R A
AU  - SRA International, Incorporated
AU  - Dolbeer Wildlife Consulting
AU  - Federal Aviation Administration
TI  - Wildlife Strike Reporting, Part 2 - Sources of Data in Voluntary System
PY  - 2009/12//Final Report
SP  - 37p
AB  - A study was conducted in the mid-1990s to determine the level of participation of airports and other aviation safety stakeholders in the Federal Aviation Administration voluntary wildlife strike reporting system. A statistical analysis of reported strikes resulted in findings that only a certain percentage of wildlife strikes were actually being reported. According to data collected since 1990, the number of reported strikes has increased. Researchers are certain that several factors have contributed to that increase, including broader participation in the reporting process, increased number of hazardous species, a steady increase in the number of aircraft in the sky, and changes in reporting statistics. These factors were recently verified by Part 1 of a two-part study into the reporting trends titled Wildlife Strike Reporting, Part 1, Trends 1990-2008. This report represents Part 2 of that study. The objectives of Part 2 were to (1) summarize trends in persons and other entities that report wildlife strikes and in methods used to report or obtain this strike information, (2) identify sources of data presently not used that might supplement the number of strikes captured, and (3) provide recommendations for enhancing the reporting of strikes or entry of strike information collected in other data sources to correct deficiencies.
KW  - Aviation safety
KW  - Bird strikes
KW  - Civil aviation
KW  - Crash data
KW  - Crash reports
KW  - Hazards
KW  - Statistical analysis
KW  - Wildlife
UR  - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=025bd73f-7822-4612-9bf2-703e7caf8de0&f=09-65.pdf
UR  - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/66/Trends-in-Wildlife-Strike-Reporting
UR  - https://trid.trb.org/view/916409
ER  - 

TY  - RPRT
AN  - 01155812
AU  - Blake, D
AU  - Federal Aviation Administration
TI  - Effects of Cargo Loading and Active Containers on Aircraft Cargo Compartment Smoke Detection Times
PY  - 2009/12//Final Report
SP  - 25p
AB  - The purpose of this project was to evaluate how smoke detection times are affected when the same quantity of smoke is released in either an empty or fully loaded cargo compartment. It also evaluated the effect on smoke detection times from active cargo containers that produce additional airflow patterns. Active containers are equipped with climate control systems that maintain the containers temperature and humidity for the duration of the flight. Tests were conducted in the main deck cargo compartment of a Boeing 727 and in the aft, below-floor cargo compartment of a B-747SP. Although there was some variability in the test results, in general, the smoke detectors alarmed quicker in loaded compartments than in empty compartments. In addition, the operation of the active cargo containers did not have a consistent influence on smoke detection times for the airflow conditions tested.
KW  - Air cargo
KW  - Air conditioning systems
KW  - Boeing 727 aircraft
KW  - Cargo aircraft
KW  - Cargo facilities
KW  - Fire detection systems
KW  - Freight traffic
KW  - Freight transportation
UR  - http://www.fire.tc.faa.gov/pdf/09-52.pdf
UR  - https://trid.trb.org/view/916398
ER  - 

TY  - RPRT
AN  - 01155808
AU  - Dolbeer, R A
AU  - SRA International, Incorporated
AU  - Dolbeer Wildlife Consulting
AU  - Federal Aviation Administration
TI  - Trends in Wildlife Strike Reporting, Part 1 - Voluntary System 1990-2008
PY  - 2009/12//Final Report
SP  - 54p
AB  - A study was conducted in the mid-1990s to determine the level of participation of airports and other aviation safety stakeholders in the Federal Aviation Administrations (FAA) voluntary wildlife strike reporting system. A statistical analysis of reported strikes resulted in findings that only a certain percentage of wildlife strikes were actually being reported. According to data collected since 1990, the number of reported strikes has increased. Researchers are certain that several factors have contributed to that increase, including broader participation in the reporting process, increased numbers of hazardous species, a steady increase in air traffic, and a change in reporting statistics. The primary objective of this analysis was to examine the trends in strike reporting from 1990-2008 to determine if the percentage of strikes reported to the FAA for inclusion in the National Wildlife Strike Database is increasing. A second objective was to document trends in the percent of strikes reported to the FAA that can identify the species of the wildlife struck, which is the most critical piece of data in a strike report. Based on the findings of the first two objectives, a third objective was to assess if the data presently collected under a voluntary system are adequate for understanding the problem of wildlife strikes in the United States, or if additional measures, such as mandatory strike reporting, should be taken. This report is the first of a two-part study focused on the subject of reporting wildlife strikes with civil aircraft in the U.S. Part 1 examines current strike reporting trends to determine if the current voluntary system is providing a sufficient quantity of data to support an accurate, statistical understanding of the national wildlife strike issue. Part 2 focuses on determining if changes are needed in the way wildlife strike data are collected by the FAA, and in particular if a mandatory reporting system needs to be implemented.
KW  - Aircraft operations
KW  - Aircraft pilotage
KW  - Aviation safety
KW  - Bird strikes
KW  - Civil aviation
KW  - Hazards
KW  - Statistical analysis
KW  - Wildlife
UR  - http://www.airporttech.tc.faa.gov/DesktopModules/FlexNews/DownloadHandler.ashx?id=025bd73f-7822-4612-9bf2-703e7caf8de0&f=09-63.pdf
UR  - http://www.airporttech.tc.faa.gov/Download/Airport-Safety-Papers-Publications-Detail/dt/Detail/ItemID/66/Trends-in-Wildlife-Strike-Reporting
UR  - https://trid.trb.org/view/916408
ER  - 

TY  - RPRT
AN  - 01155807
AU  - Seaton, C
AU  - Casteller, D
AU  - Derheim, G
AU  - Offermann, H
AU  - Edmonds Community College
AU  - United Airlines
AU  - Abaris Training Resources Incorporated
AU  - Federal Aviation Administration
TI  - Online Course and Regional Laboratory Development in Composite Maintenance Education, Including Training Repair Manual
PY  - 2009/12
SP  - 89p
AB  - The major objective of this study was to develop and assess the feasibility of teaching an online class, combined with a regional laboratory that is consistent with industry training standards published as part of a Cooperative Agreement in a Federal Aviation Administration report and Commercial Aircraft composite Repair Committee SAE Aerospace Information Report document. These standards consist of terminal course objectives and teaching points. This development represented an application of online teaching methodologies, commonly used in the social sciences such as business management and mathematics, into engineering technology. Engineering courses have not typically used the latest teaching technologies, and this approach will provide specific advantages not commonly achieved in traditional classroom frameworks. In addition, a training repair manual was developed as an important training tool for the laboratory portion of the class to expose students to the importance and use of authoritative documentation in the conduct of composite materials maintenance. Advantages of the online course approach were demonstrated as follows: (1) Greatly reduced education costs due to limited travel expenses; (2) Ability for the student to fit classroom activities within busy schedules due to the asynchronous nature of online learning; (3) Independence of global time zone effects; (4) Ability to involve experts in the composites' field to participate to a wide student audience, providing access to considerable knowledge and experience which is not as accessible in the traditional classroom; and (5) Broader student participation, mandated by the online methodology. Three major sections of the course were addressed, annotated by the number of students completing each in the prototype class: (1) a prerequisite course to bring students to a common level of understanding before taking the awareness course, (2) the awareness course, which represents the industry standard developed in earlier phases of this Cooperative Agreement, and (3) a hands-on laboratory.
KW  - Awareness
KW  - Civil aviation
KW  - Composite materials
KW  - Computer online services
KW  - Maintenance
KW  - Technological innovations
KW  - Training
UR  - https://trid.trb.org/view/916404
ER  - 

TY  - RPRT
AN  - 01155721
AU  - Wenzlick, John D
AU  - Brocksmith, James
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of 3M Tape vs. Poly-Carb Striping and Striping Warranty
PY  - 2009/12//Final Report
SP  - 72p
AB  - The objective of this study was to find the best, most highly visible and long lasting striping for Missouri’s major highways. The Missouri Department of Transportation (MoDOT) currently has a contract with the 3M Company for the installation of Preformed Pavement Marking Tape for longitudinal striping on divided major roads but the contract will be ending in 2011. Tape has been found to be one of the best wet-reflective pavement markings so far but costs up to $5 per linear foot. The contract being studied was awarded on July 23, 2008 to Poly–Carb Inc. to provide Striping and a Striping Warranty on 235 linear miles of longitudinal striping on various roadways in the St. Louis and Kansas City areas. The way the whole process was done was innovative. It was a performance based warranty contract. Rather than specifying certain materials, the Department went out with a Request for Bids (RFB) that listed the requirements of how the stripe was to perform and let the bidders propose how they would meet those requirements. Asking for a four-year warranty was also something new for MoDOT. While there is a four-year warranty with 3M, this was the first time to ask for a warranty on pavement markings using a bidding process and specifying a payment schedule linked to that warranty. The Striping Warranty will be in effect until June 30, 2013. The contractor put down about 2.9 million feet or 550 line miles of the product. The final cost of the contract was $6.56 million, making the cost per linear foot $2.37 compared to the current $5 per linear foot for Preformed Pavement Marking Tape. Initial inspection results were very good with good color and very high retroreflectivity readings and initial payments were made with no corrections needed to the markings. Performance measures will be watched closely for the next four years. This study will evaluate both the quality of the pavement marking and the effectiveness of the performance based warranty to lower costs.
KW  - Costs
KW  - Kansas City (Missouri)
KW  - Performance based maintenance contracting
KW  - Retroreflectivity
KW  - Road marking tapes
KW  - Saint Louis (Missouri)
KW  - Striping materials
KW  - Warranty
UR  - http://library.modot.mo.gov/RDT/reports/Rd09019/or10012.pdf
UR  - https://trid.trb.org/view/916384
ER  - 

TY  - RPRT
AN  - 01155715
AU  - Ryan, Tom
AU  - Chilukuri, Venkat
AU  - Trueblood, Michael
AU  - Sun, Carlos
AU  - HDR Engineering, Incorporated
AU  - University of Missouri, Columbia
AU  - Missouri Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Arterial Service Patrol Programs
PY  - 2009/12//Interim Report
SP  - 180p
AB  - This evaluation of the Arterial Service Patrol named I-64 Traffic Response (TR) is an interim report covering the first full year of operation. This Arterial Service Patrol was part of a regional traffic management strategy to address mobility issues during the two-year full closure I-64 construction project. Initial results show an estimated conservative annual benefit-cost ratio of 8.3:1 based on the factors of traffic delay, emission impact, secondary crash, and staff savings. This iterim report will be updated and finalized as part of the 2009 Annual Report for I-64 Economic and Regional Mobility Impact Study. The interim report was developed to help assist the Missouri Department of Transportation (MoDOT) in their initial evaluation of the Arterial Service Patrol program. TR services can be viewed as vital component of an overall Traffic Incident Management (TIM) strategy. Responders, such as the police, validate this perspective by commenting that TR is better equipped to handle traffic control, which allows the police to take other actions such as investigating the incident. The evaluating team initial recommendations are: 1. TR is valid best practices when a major construction impacts a region’s mobility; and 2. TR should be considered as viable TIM strategies when addressing a major urban region’s safety and traffic congestion concerns.
KW  - Arterial highways
KW  - Arterial service patrols
KW  - Benefit cost analysis
KW  - Best practices
KW  - Highway traffic control
KW  - Incident management
KW  - Incident response
KW  - Missouri
UR  - http://library.modot.mo.gov/RDT/reports//Rd09004/or10013.pdf
UR  - https://trid.trb.org/view/916388
ER  - 

TY  - RPRT
AN  - 01155102
AU  - Lacey, John H
AU  - Kelley-Baker, Tara
AU  - Furr-Holden, Debra
AU  - Voas, Robert
AU  - Moore, Christine
AU  - Brainard, Katharine
AU  - Tippetts, A Scott
AU  - Romano, Eduardo
AU  - Torres, Pedro
AU  - Berning, Amy
AU  - Pacific Institute for Research and Evaluation
AU  - National Highway Traffic Safety Administration
TI  - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Methodology
PY  - 2009/12//Final Report
SP  - 96p
AB  - This report describes the methodology for the 2007 U.S. national field study to estimate the prevalence of alcohol-, drug-, and alcohol-and-drug-involved driving, primarily among nighttime weekend drivers, but also daytime Friday drivers. This study involved randomly stopping drivers at 300 locations across the continental United States; sites were selected through a stratified random sampling procedure. Data were collected during a 2-hour Friday daytime session at 60 locations, and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on both Friday and Saturday nights) at 240 locations. Both self-report and biological measures were taken. An objective was to obtain at least 7,500 oral fluid samples for analysis. Biological measures included breath alcohol measurements on 9,413 respondents, oral fluid samples from 7,719 respondents, and blood samples from 3,276 respondents. Oral fluid and blood samples were subjected to laboratory screening and LC/MS-MS and GC/MS confirmation respectively for both alcohol and 20 categories of drugs. These data are being analyzed to develop the first national prevalence estimate of alcohol- and drug-involved driving. This first report describes the field methods used to conduct this study, including data collection procedures. Overall response rates are also presented. Two other reports will present the results of the data collection and analyses; one will focus on alcohol use prevalence estimates among drivers and compare them with previous National Roadside Surveys conducted in 1973, 1986, and 1996; the other report will provide drug use prevalence estimates among drivers.
KW  - Alcohol tests
KW  - Alcohol use
KW  - Drug tests
KW  - Drug use
KW  - Drugged drivers
KW  - Drunk drivers
KW  - Highway safety
KW  - Methodology
KW  - Night
KW  - Sobriety checkpoints
KW  - Surveys
KW  - Weekends
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/811237.pdf
UR  - https://trid.trb.org/view/915842
ER  - 

TY  - RPRT
AN  - 01155100
AU  - Walsh, J Michael
AU  - National Highway Traffic Safety Administration
TI  - A State-by-State Analysis of Laws Dealing With Driving Under the Influence of Drugs
PY  - 2009/12//Final Report
SP  - 132p
AB  - This study reviewed each State statute regarding drug-impaired driving as of December 2008.  There is a high degree of variability across the States in the ways they approach drug-impaired driving.  Current laws in many States contain provisions making it difficult to identify, prosecute, or convict drug-impaired drivers.
KW  - Drugged drivers
KW  - Highway safety
KW  - Impaired drivers
KW  - State laws
UR  - http://www.ibhinc.org/pdfs/WalshStatebyStateDrugLawsAnalysis811236.pdf
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/811236.pdf
UR  - https://trid.trb.org/view/915935
ER  - 

TY  - RPRT
AN  - 01155097
AU  - Chou, S F
AU  - Sk, M H
AU  - Sofyan, N I
AU  - Overfelt, R A
AU  - Gale, W F
AU  - Gale, H S
AU  - Shannon, C G
AU  - Fergus, J W
AU  - Watson, J
AU  - Auburn University
AU  - Federal Aviation Administration
TI  - Evaluation of the Effects of Hydrogen Peroxide on Common Aviation Structural Materials
PY  - 2009/12//Final Report
SP  - 24p
AB  - Infected passengers can unintentionally contaminate the interior of aircraft; deliberate biological contamination from criminals and international adversaries is also possible. Previous work has provided information regarding the delivery mechanism and capability of STERIS Corporation's Vaporized Hydrogen Peroxide (VHP * ) technology as a decontaminant/disinfectant/sanitizer for transportation vehicles like aircraft, buses, subway trains, ambulances, etc. The present report documents a materials compatibility evaluation of the effects of hydrogen peroxide exposure on the physical and mechanical properties of the following commercial grade structural materials: 2024-T351, 2024-T6 and 7075-T6 aluminum, 304 stainless steel, carbon fiber/epoxy composites and glass fiber/epoxy composites, including FR4 laminate materials widely used for printed circuit boards. Measurements of changes in sample weights due to absorption, oxidation, or corrosion were made as were evaluations of changes in tensile and flexural mechanical properties. The tensile properties of samples of the metallic samples were unaffected by exposures to either vapor phase or 35% liquid phase hydrogen peroxide. In addition, the carbon fiber/epoxy, glass fiber/carbon fiber epoxy, and the FR4 printed circuit board materials exhibited no significant changes in flexural strength or strain at peak load after 10 VHP exposures. However, some mechanical degradation in the composite samples was observed after 168 hour exposure to 35% liquid hydrogen peroxide. It is recommended that condensation be avoided during application of vapor phase hydrogen peroxide. *VHP is a registered trademark of the STERIS Corporation, Mentor, OH.
KW  - Aircraft
KW  - Decontamination
KW  - Hydrogen peroxide
KW  - Materials
UR  - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-23.pdf
UR  - https://trid.trb.org/view/916017
ER  - 

TY  - RPRT
AN  - 01155085
AU  - Lacey, John H
AU  - Kelley-Baker, Tara
AU  - Furr-Holden, Debra
AU  - Voas, Robert B
AU  - Romano, Eduardo
AU  - Ramirez, Anthony
AU  - Brainard, Katharine
AU  - Moore, Christine
AU  - Torres, Pedro
AU  - Berning, Amy
AU  - Pacific Institute for Research and Evaluation
AU  - National Highway Traffic Safety Administration
TI  - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Drug Results
PY  - 2009/12//Final Report
SP  - 148p
AB  - This report presents the first national prevalence estimates for drug-involved driving derived from the recently completed 2007 National Roadside Survey (NRS). The NRS is a national field survey of alcohol- and drug-involved driving conducted primarily among nighttime weekend drivers, but also daytime Friday drivers. The survey involved randomly stopping drivers at 300 locations across the continental United States; sites were selected through a stratified random sampling procedure. This included data that we collected during a two-hour Friday daytime session at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on both Friday and Saturday) at 240 locations. Both self-report and biological measures were taken. Biological measures included breath alcohol measurements on 9,413 respondents, oral fluid from 7,719 respondents, and blood samples from 3,276 respondents. Oral fluid and blood samples were subjected to laboratory screening and LC/MS-MS and GC/MS confirmation for 75 drugs and metabolites, including illegal, prescription, and over-the-counter drugs. These data were analyzed to develop the first national prevalence estimate of alcohol- and drug-involved driving. Two prior reports on the 2007 NRS described: (1) the sampling plan and data collection methodology, summarizing the response patterns to the various stages of the multi-part survey; and (2) the prevalence estimates for alcohol-involved driving derived from the study, and comparing them with the three previous National Roadside Surveys (NRS).
KW  - Drug use
KW  - Drugged drivers
KW  - Highway safety
KW  - Impaired drivers
KW  - Night
KW  - Surveys
KW  - United States
KW  - Weekends
UR  - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811249.pdf
UR  - https://trid.trb.org/view/915875
ER  - 

TY  - RPRT
AN  - 01155072
AU  - Holcomb, Kali
AU  - Avers, Katrina
AU  - Dobbins, Lena
AU  - Banks, Joy
AU  - Blackwell, Lauren
AU  - Nesthus, Thomas
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Flight Attendant Fatigue, Part IV: Analysis of Incident Reports
PY  - 2009/12//Final Report
SP  - 40p
AB  - Voluntary safety reporting is one method by which aviation personnel can report safety issues to their airline and the Federal Aviation Administration. The Aviation Safety Reporting System (ASRS) is a program managed by the National Aeronautics & Space Administration (NASA) Ames Research Center. This study reviewed flight attendant reports from the ASRS database to identify the frequency of fatigue reports and the conditions under which fatigue occurred. During June 2008, 2,628 cabin crew reports were downloaded from the NASA ASRS Web site for reports made between January 1990 and December 2007. CAMI researchers reviewed each full-form report narrative for possible contributors to fatigue, or indicators of fatigue. Although the overall number of flight attendant ASRS reports for which full-form coding was completed has decreased over the last 3 years, both total flight attendant reporting and the number of full-form narratives related to fatigue have increased substantially. This voluntary data allows regulators and operators to discover potential problems in the aviation industry before they result in a mishap. The results of this review indicate that flight attendant fatigue may be occurring more frequently and warrant more attention.
KW  - Aircraft incidents
KW  - Aviation safety
KW  - Aviation Safety Reporting System
KW  - Fatigue (Physiological condition)
KW  - Flight attendants
KW  - Reporting
KW  - Voluntary
UR  - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-25.pdf
UR  - https://trid.trb.org/view/916016
ER  - 

TY  - RPRT
AN  - 01155068
AU  - Mishra, Santosh
AU  - Schweiger, Carol
AU  - TranSystems Corporation
AU  - Research and Innovative Technology Administration
AU  - Federal Transit Administration
TI  - Monterey-Salinas Transit ITS Augmentation Project: Phase III Evaluation Report
PY  - 2009/12
SP  - 150p
AB  - The purpose of this document is to present the findings from Phase II and Phase III of the Evaluation of the Intelligent Transportation Systems (ITS) Augmentation Project that was implemented at the Monterey-Salinas Transit (MST) in Monterey, California. This project, implemented using the Federal Fiscal Year 2003 ITS Integration Program Funds, originally included automated passenger counting (APC) technology, digital video surveillance, on-board automated vehicle annunciation (AVA), smart-card based fare payment, web-based trip planning, and real-time information systems. Although many of these systems were already implemented as of August 2008, deployment of some of these technologies has been delayed for institutional or technical reasons. The goal of the evaluation was to determine the impacts of these technologies in performing daily functions such as operations, scheduling, service planning, and maintenance, and to gather and document any lessons learned by the MST throughout the process of the deployment and operation of the technologies. This report discusses impacts to date of the technologies that have been in place for at least one year as of June 2009. The findings from customer satisfaction surveys that were conducted in Phase III to observe the impacts of technologies, particularly real-time information, and web-based trip planning on MST, are also documented in this report. As discussed in the Phase II report, the Evaluation Team was not able to derive conclusions on the direct impact of technology for certain expected changes (e.g., increased ridership, improved on-time performance). Further AVL data analyses were performed in Phase III, but the analysis results regarding schedule adherence remained inconclusive. However, anecdotal information obtained from MST staff during interviews conducted in Phase II provided significant evidence to show that technology has helped MST make significant improvements in operations and planning. Also, based on the customer surveys conducted in Phase III, it can be concluded that a significant number of MST riders are satisfied with the MST service which has been improved through the deployment of the technologies. The survey results reveal that nearly 70% of the riders surveyed are “satisfied” or ”very satisfied” with the reliability of service, and nearly 80% of the riders surveyed are ”satisfied” or “very satisfied” with MST service in general.
KW  - Automatic vehicle location
KW  - Customer satisfaction
KW  - Dispatching
KW  - Evaluation
KW  - Intelligent transportation systems
KW  - Monterey (California)
KW  - Monterey-Salinas Transit
KW  - Public transit
KW  - Scheduling
UR  - http://www.fta.dot.gov/documents/Final_MST_Phase_III_Report_-Final_123009_FTA.pdf
UR  - http://ntl.bts.gov/lib/32000/32600/32611/Monterey-Salinas_Transit_ITS_Augmentation_Project_Phase_III_Evaluation_Report.pdf
UR  - https://trid.trb.org/view/915754
ER  - 

TY  - RPRT
AN  - 01155060
AU  - Lacey, John H
AU  - Kelley-Baker, Tara
AU  - Furr-Holden, Debra
AU  - Voas, Robert B
AU  - Romano, Eduardo
AU  - Torres, Pedro
AU  - Tippetts, A Scott
AU  - Ramirez, Anthony
AU  - Brainard, Katharine
AU  - Berning, Amy
AU  - Pacific Institute for Research and Evaluation
AU  - National Highway Traffic Safety Administration
TI  - 2007 National Roadside Survey of Alcohol and Drug Use by Drivers: Alcohol Results
PY  - 2009/12//Final Report
SP  - 108p
AB  - This report presents the prevalence estimates for alcohol-involved driving derived from the recently completed U.S. national field survey of alcohol and drug use by drivers (primarily of nighttime weekend drivers, but also daytime Friday drivers) and compares those estimates with the three previous National Roadside Surveys. This survey involved randomly stopping drivers at 300 locations across the 48 contiguous United States. Data were collected during 2-hour Friday daytime sessions (9:30 a.m. to 11:30 a.m. or 1:30 p.m. to 3:30 p.m.) at 60 locations and during four 2-hour nighttime periods (10 p.m. to midnight and 1 a.m. to 3 a.m. on Fridays and Saturdays) at 240 locations. Both self-report and biological measures were taken. Biological measures included breath-alcohol measurements on 9,413 respondents, oral fluid samples from 7,719 respondents, and blood samples from 3,276 respondents. A prior report described the sampling plan and data collection methodology and summarized the response patterns to the various stages of the multipart survey. A third report, based on analyses of the oral fluid and blood specimens collected, will present the first national prevalence estimate of drug-involved driving and of alcohol-plus-drug-involved driving. This report focuses on the alcohol breath-test results and how they relate to previous national surveys. It also summarizes response patterns to survey questions and to an alcohol-use-disorder-screening instrument. The data indicate a continuing trend over the past three decades of fewer alcohol-involved drivers on the Nation’s roads during weekend nights.
KW  - Alcohol use
KW  - Drunk drivers
KW  - Highway safety
KW  - Impaired drivers
KW  - Night
KW  - Sobriety checkpoints
KW  - Surveys
KW  - Weekends
UR  - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811248.pdf
UR  - https://trid.trb.org/view/915876
ER  - 

TY  - RPRT
AN  - 01154952
AU  - Manchas, Brad
AU  - Olson, Dave
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
TI  - Through, Over, or Under Guardrail Penetration by Guardrail Height
PY  - 2009/12//Research Report
SP  - 15p
AB  - This report evaluates whether a clear correlation between guardrail height and penetration of the guardrail exists in the collision and roadside features inventory datasets available for Washington State. In particular, an examination was made of whether guardrail heights of 27 in. or lower experience more through, over, or under penetrations (TOU) than 28 in. or greater guardrail installations.
KW  - Crash data
KW  - Crashes
KW  - Design
KW  - Guardrails
KW  - Height
KW  - Washington (State)
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/742.1.pdf
UR  - http://ntl.bts.gov/lib/56000/56100/56180/WSDOT_GUARDRAIL_HEIGHT-2-3-10.PDF
UR  - https://trid.trb.org/view/916009
ER  - 

TY  - RPRT
AN  - 01154879
AU  - Morris, William P
AU  - Robertson, Kelly
AU  - Spinks, Jeremy
AU  - National Center for Transit Research
AU  - Florida Department of Transportation
AU  - Research and Special Programs Administration
TI  - Utilizing Information Technology in Innovative Marketing Approaches for Public Transportation
PY  - 2009/12//Final Report
SP  - 40p
AB  - The original objective of this study was to scan the internet and other information technology sources to identify innovative marketing techniques that have been attempted to date by, in and surrounding the public transportation industry, and to solicit ideas for more unconventional applications that transit agencies and TDM professionals can consider. The investigation led to the uses, applications, marketing and communications potential of social media for the public transportation and Transportation Demand Management (TDM) industries. Social media afford low cost, high impact techniques that can be easily and quickly employed to reach target markets and audiences. The study also provides tools, in the form of a guidebook and dedicated website, for transit agencies to use the various social media for their own tailored marketing approaches. Social media tools addressed in the study include social networks, weblogs, audio/video blogs, microblogs, photo and video sharing, and user-generated content. In each, specific examples of applications for the public transit and TDM industries is examined and explained. The guidebook provides clear instructions for how agencies can utilize the media and the projected benefits, and is complete with embedded links to resources and information. There is also a dedicated website, www.gosocialtransit.com, that accompanies the guidebook and provides an overview of each media and links to industry applications.
KW  - Handbooks
KW  - Information technology
KW  - Marketing
KW  - Public transit
KW  - Social media
KW  - Travel demand management
KW  - Websites (Information retrieval)
UR  - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BD549-53_rpt.pdf
UR  - http://www.nctr.usf.edu/pdf/77810.pdf
UR  - https://trid.trb.org/view/915999
ER  - 

TY  - RPRT
AN  - 01154870
AU  - Inman, Vaughan W
AU  - Davis, Gregory W
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - The Effects of In-Vehicle and Infrastructure-Based Collision Warnings at Signalized Intersections
PY  - 2009/12
SP  - 46p
AB  - The potential effectiveness of warnings to drivers of the imminent threat of a collision with a red light violator was evaluated in an experiment that used a driving simulator. Three warnings were tested: (1) an infrastructure-based warning that immediately turned the traffic signal red and activated red wig-wag lights, (2) an in-vehicle warning that consisted of a brake pulse, voice annunciation, and activation of a red dashboard light, and (3) simultaneous activation of both of these warnings. In addition to testing three warnings with different groups of drivers, drivers in each group were exposed to one of three traffic conditions: (1) driving with no other vehicles ahead or behind, (2) following closely to another vehicle, or (3) being closely followed by another vehicle. Individual drivers received only one warning on only one trial. The warning to each driver was given at a point while approaching the intersection where the probability that the driver would stop for an amber change interval was less than 10 percent. Before the warning trial, a series of trials were presented in which the time-to-intersection for amber signal onset was manipulated according to the method of limits to determine the point at which the individual driver would stop in response to the change. All three warnings proved to be effective in delaying drivers’ arrival at the intersection. The simultaneous in-vehicle and infrastructure-based warning was significantly more effective than the other warnings and delayed 95 percent of drivers. The infrastructure only and in-vehicle only warnings delayed 67 and 80 percent of drivers, respectively. The presence of leading or following vehicles had no detectable effect on drivers’ probability of stopping.
KW  - Collision warning systems
KW  - Crash avoidance systems
KW  - Driving simulators
KW  - Human subject testing
KW  - In-vehicle alerting systems
KW  - Intelligent infrastructure
KW  - Reaction time
KW  - Red light running
KW  - Signalized intersections
KW  - Vehicle infrastructure integration
KW  - Yellow interval (Traffic signal cycle)
UR  - http://www.fhwa.dot.gov/publications/research/safety/09049/09049.pdf
UR  - https://trid.trb.org/view/916007
ER  - 

TY  - RPRT
AN  - 01154734
AU  - Carnegie, Jon A
AU  - Strawderman, William Edward
AU  - Li, Wei
AU  - Alan M. Voorhees Transportation Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Study of Recidivism Rates among Drivers Administratively Sanctioned by the New Jersey Motor Vehicle Commission
PY  - 2009/12//Final Report
SP  - 66p
AB  - The purpose of this study was to examine the current state of practice related to driver improvement countermeasures used in the United States and to assess the effectiveness of New Jersey’s negligent driver interventions. As part of the study, the research team conducted a national literature review and a survey of motor vehicle agency policies in other states to document the current state of practice related to driver improvement programs and the current state of knowledge regarding the effectiveness of specific countermeasures. In addition, the research team obtained and analyzed an extensive longitudinal database of driver history records to examine the effectiveness of various countermeasures used in New Jersey to address negligent driver behavior relative to violation and crash recidivism. This study provides important evidence that New Jersey’s program of negligent driver countermeasures is effective at reducing violation and crash recidivism among most negligent driver subgroups in the two-year period after Motor Vehicle Commission (MVC) intervention. Of the countermeasures used in New Jersey, the combination of license suspension with one-year probation resulted in the greatest overall reduction in both mean violation and crash rates. New Jersey’s driver re-education classes, which are accompanied by a three-point credit against accumulated demerit points and one-year probation, resulted in the lowest mean violation rate reduction. Point advisory notices, which for experienced drivers are accompanied by a concurrent assessment of negligent driver fees (MVC “insurance surcharges”), appear to be an effective early intervention, producing substantial reductions in both violation and crash recidivism among all driver subgroups except teen drivers who are not assessed negligent driver fees at the time of notice issuance. Several policy recommendations can be derived from this research. First, with regard to teen drivers, consideration should be given to whether or not a “zero-tolerance” policy for motor vehicle violations and at-fault crashes should be applied to teen drivers. It may be appropriate to impose license suspension as an earlier intervention if the reforms already enacted do not result in meaningful change in teen driver safety outcomes. Second, MVC should consider streamlining the suspension program to make it more straightforward and easier to administer. Thirdly, consideration should be given to reviewing and reforming New Jersey’s driver monitoring system and/or plea bargaining practices to ensure that repeat traffic offenders are not able to use zero-point plea bargaining to avoid corrective actions that improve safety outcomes.
KW  - Countermeasures
KW  - Driver improvement programs
KW  - Fees
KW  - New Jersey
KW  - Plea bargains
KW  - Policy
KW  - Probation
KW  - Recidivism
KW  - Repeat offenders
KW  - State of the practice
KW  - Suspensions
KW  - Teenage drivers
KW  - Traffic violations
KW  - Traffic violators
KW  - United States
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-019.pdf
UR  - https://trid.trb.org/view/915909
ER  - 

TY  - RPRT
AN  - 01154731
AU  - Carnegie, Jon A
AU  - Ozbay, Kaan
AU  - Mudigonda, Sandeep
AU  - Alan M. Voorhees Transportation Center
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Study of the Effects of Plea Bargaining Motor Vehicle Offenses
PY  - 2009/12//Final Report
SP  - 56p
AB  - The objectives of this study were to examine the impact of plea bargaining point-carrying moving violations to zero-point offenses on roadway safety in New Jersey and to assess the impact of plea bargaining on New Jersey Motor Vehicle Commission (MVC) programs and revenues. For this study the research team conducted a national literature review and a scan of current practices used in other states; reviewed New Jersey laws and program guidance related to driver monitoring and control and plea bargaining motor vehicle offenses; conducted a series of interviews with personnel from the MVC and Administrative Office of the Courts (AOC); analyzed data from the AOC Automated Traffic System (ATS) and the MVC driver history database; and, assessed how the practice of plea bargaining may be affecting MVC programs and revenues. The study finds clear evidence that the practice of plea bargaining point-carrying moving violations to zero-point offenses has increased significantly in New Jersey since July 2000. However, the effect of this increase on highway safety is not as clear. The overall number of moving violation convictions has not changed significantly since 2000, nor has the nature of the violations being committed changed significantly. The study also finds evidence that a small minority of habitual offenders appear to be using the system to their advantage and that the number of drivers subjected to MVC negligent driver countermeasures has declined by 36 percent since 1999. This diversion of negligent drivers out of MVC driver monitoring and control programs appears to be particularly problematic in light of research findings from a recently completed study on recidivism among drivers sanctioned by MVC. That study found the countermeasures used by MVC to address negligent driving behavior are effective at reducing violation and crash recidivism among most negligent driver subgroups. The findings of this study combined with the findings and conclusions of the MVC recidivism study suggest a number of policy reforms should be considered to ensure that repeat traffic offenders are not able to circumvent driver monitoring and control programs through plea bargaining. First, MVC should work with the AOC, the Attorney General’s office and other key stakeholders to develop more explicit guidelines regarding the use of plea bargaining to reduce point-carrying moving violations to zero-point offenses. Second, MVC should examine the efficacy of transitioning from a point-based system of driver monitoring and control to an event-based system that relies on the accumulation of “countable” offenses to trigger negligent driver countermeasures. Thirdly, policy makers should consider amending the “unsafe operation” statute to limit the use of plea bargaining by any driver to two times.
KW  - Highway safety
KW  - Moving violations
KW  - New Jersey
KW  - Plea bargains
KW  - Policy
KW  - Recidivism
KW  - Repeat offenders
KW  - Traffic violations
KW  - Traffic violators
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-018.pdf
UR  - https://trid.trb.org/view/915908
ER  - 

TY  - RPRT
AN  - 01154729
AU  - Meegoda, Jay N
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Non-Contact Skid Resistance Measurement
PY  - 2009/12//Final Report
SP  - 84p
AB  - In this research, a correlation between the SN40R collected by locked wheel skid tester and the texture data or Mean Profile Depth (MPD) collected by a vehicle mounted laser operating at highway speeds was developed. The proposed correlation between SN40R and MPD is positive for MPD values less than 0.75 mm to reach a peak SN40R value, then it becomes a negative correlation of decreasing SN40R values with increase in MPD values until the MPD values reached 1.15 mm, which was the maximum value measured in this research. However, the slope of the negative correlation becomes smaller with increasing MPD. It was also observed that there is significant data scatter for the MPD value of 0.8mm. The test results showed a similar trend for old asphalt pavements, but with lower SN40R values due to polishing of pavement micro-texture by traffic. Based on the comparison between old and new asphalt pavements, reduction coefficients, which are a function of road treatment time and traffic volume, were developed to account for the traffic polishing effect on micro-texture of pavement. This report also describes two field tests performed to validate the above correlation and development of an interface for the PMS to upload the predicted skid data from texture data obtained from high speed laser. During the field tests, MPD values and SN40R were collected by a vehicle mounted laser and a locked wheel skid trailer, respectively. Then the comparison between predicted SN40R by using the developed correlation between SN40R and MPD and measured SN40R are conducted. For the prediction of SN40R, reduction coefficients, which are a function of traffic volume and pavement age (treated or refurnished age), were used to take into account the polishing effect of traffic on micro-texture of the pavements. The results show that the measured and predicted SN40R values match each other very well with the maximum variance between them less than 5. Based on the validated correlation between MPD and SN40R, an interface for the PMS was developed to extract and process MPD data collected by vehicle mounted laser and report predicted skid number to the new Jersey Department of Transportation (NJDOT) pavement management system.
KW  - Asphalt pavements
KW  - Correlation analysis
KW  - Field tests
KW  - Lasers
KW  - Measurement
KW  - Microtexture
KW  - New Jersey
KW  - Pavement management systems
KW  - Polishing (Aggregates)
KW  - Skid resistance
KW  - Skid trailers
KW  - Validation
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-020.pdf
UR  - https://trid.trb.org/view/915910
ER  - 

TY  - RPRT
AN  - 01154220
AU  - Culp, Michael
AU  - Reed, Sharlene
AU  - Biton, Anna
AU  - Barberio, Gina
AU  - Barolsky, Rachael
AU  - Filosa, Gina
AU  - Federal Highway Administration
AU  - Federal Highway Administration
AU  - Volpe National Transportation Systems Center
TI  - Planning and Environment Linkages Program: A Guide to Measuring Progress in Linking Transportation Planning and Environmental Analysis
PY  - 2009/12
SP  - 31p
AB  - Transportation agencies use a variety of metrics to document progress toward achieving specific goals and objectives. This guide, developed by Federal Highway Administration (FHWA) Planning and Environmental Linkages (PEL) program, is intended to help State Departments of Transportation (DOTs), metropolitan planning organizations (MPOs), and local transportation agencies develop individual programs to measure success toward linking transportation planning and environmental analysis. This guide provides a framework for establishing measures that transportation agencies can utilize to develop their own measurement programs. To illustrate implementation of the framework, it provides an overall goal of linking transportation planning and environmental analysis, four sample objectives, and an array of example metrics to track progress toward achieving these goals and objectives.
KW  - Environmental impact analysis
KW  - Handbooks
KW  - Metrics (Quantitative assessment)
KW  - Metropolitan planning organizations
KW  - State departments of transportation
KW  - Transportation departments
KW  - Transportation planning
UR  - http://environment.fhwa.dot.gov/integ/meas_progress.pdf
UR  - http://ntl.bts.gov/lib/35000/35300/35357/PlanEnvLinkProg_2009.pdf
UR  - http://ntl.bts.gov/lib/35000/35300/35358/PlanEnvLinkProg_2009.pdf
UR  - https://trid.trb.org/view/915834
ER  - 

TY  - RPRT
AN  - 01154212
AU  - Trejo, David
AU  - Gardoni, Paolo
AU  - Kim, Jeong Joo
AU  - Zidek, Jason
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Long-Term Performance of GFRP Reinforcement: Technical Report
PY  - 2009/12//Technical Report
SP  - 140p
AB  - Significant research has been performed on glass fiber-reinforced polymer (GFRP) concrete reinforcement. This research has shown that GFRP reinforcement exhibits high strengths, is lightweight, can decrease time of construction, and is corrosion resistant. Regarding the corrosion resistance, research has shown that the chemical reactions that occur in GFRP bars do not result in expansive products—products that can damage the concrete surrounding the reinforcement. Although not classical steel corrosion, much research that has been performed shows that GFRP reinforcing bars do corrode, reducing the tensile capacity of the GFRP reinforcing bars as a function of time. The American Concrete Institute (ACI) recognized this and places a reduction factor on the allowable design strength of GFRP reinforcing bars. A drawback of the majority of the research is that GFRP reinforcing bars have typically been directly exposed to aggressive solutions, exposure conditions possibly not similar to the exposure they would encounter while embedded in concrete. Limited research has been performed evaluating the tensile capacity reduction of bars embedded in concrete; however, these bars were only exposed for relatively short durations. This research investigated the characteristics of GFRP reinforcing bars embedded in concrete for 7 years and exposed to a mean annual temperature of 69°F (23°C) and an average precipitation of 39.7 in. (1008 mm), fairly evenly distributed throughout the year. Three manufacturers provided #5 and #6 bars for this research. Results indicate that GFRP reinforcing bars do exhibit reduced capacities when embedded in concrete. A model was developed to assess the tensile capacity of bars embedded in concrete. The model was based on a general diffusion model, where diffusion of water or ions penetrate the bar matrix and degrade the glass fibers. The model is dependent on time, diffusion characteristics of the matrix material, and the radius of the GFRP reinforcing bar. The model indicates that GFRP reinforcement bars with larger diameters exhibit lower rates of capacity loss. However, the times required for the tensile capacity of the GFRP bars to drop below the ACI design requirements for #3, #5, and #6 bars were less than 6 years. Further research is needed to determine how this will affect the design of GFRP-reinforced concrete structures; however, consideration of changing the ACI design requirement may be warranted.
KW  - Corrosion resistance
KW  - Durability
KW  - Glass fiber reinforced plastics
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Service life
KW  - Tensile strength
UR  - http://tti.tamu.edu/documents/0-6069-1.pdf
UR  - https://trid.trb.org/view/915801
ER  - 

TY  - RPRT
AN  - 01154197
AU  - Chowdhury, Arif
AU  - Button, Joe W
AU  - Lytton, Robert L.
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Tests of HMA Overlays Using Geosynthetics to Reduce Reflection Cracking
PY  - 2009/12//Technical Report
SP  - 100p
AB  - The primary objective of this field phase of the research project was to evaluate geosynthetic products placed under or within hot mix asphalt overlays to reduce the severity or delay the appearance of reflection cracks and to calibrate and validate FPS-19 Design Check. Multiple end-to-end test pavements incorporating geosynthetic products (fabrics, grids, and composites) and including control sections were constructed in three different regions of Texas (Amarillo, Waco, and Pharr Districts) with widely different climates and geological characteristics. Performance of these test pavements has been monitored for five to six years, depending on the date of construction. The oldest test pavements (Pharr) are exhibiting essentially no cracking. The Amarillo and Waco test pavements are exhibiting a fair amount of low severity and a very small amount of medium-severity reflective cracking. Based on measured cracks in the original pavement before overlaying, the percentage of reflective cracking in each test section was calculated and plotted with time of pavement in service. Calibration of FPS-19 Design Check could not be accomplished due to the absence of sufficient amount of cracks with medium-severity level. Instead, using the field data, relative life ratio of test sections was projected. Field specimens obtained from these test pavements were tested using the large overlay tester. Field monitoring revealed that some geosynthetic products are effective in delaying reflective cracking. They were relatively more effective in the Waco test pavement (concrete in mild climate) than the Amarillo test pavement (flexible in harsh climate).
KW  - Amarillo (Texas)
KW  - Bituminous overlays
KW  - Composite materials
KW  - Fabrics
KW  - Geogrids
KW  - Geosynthetics
KW  - Geotextiles
KW  - Hot mix asphalt
KW  - Pavement performance
KW  - Pharr (Texas)
KW  - Reflection cracking
KW  - Test sections
KW  - Waco (Texas)
UR  - http://tti.tamu.edu/documents/0-1777-3.pdf
UR  - https://trid.trb.org/view/915777
ER  - 

TY  - RPRT
AN  - 01154179
AU  - Turner, John P
AU  - University of Wyoming, Laramie
AU  - Wyoming Department of Transportation
AU  - Federal Highway Administration
TI  - Improving Foundation Design in Rock: Load Test at Burma Road Overpass
PY  - 2009/12//Final Report
SP  - 52p
AB  - This report describes the results of a bi-directional load test on a drilled shaft foundation in weak sandstone. The test was conducted in conjunction with construction of a new bridge at Burma Road Overpass on I-90 in Gillette, Wyoming. The purpose was to provide much needed information on side resistance and base resistance in weak sandstone of the Tertiary Wasatch Formation. Load test results are compared to design equations for both soil and rock. Design equations based on treating the weak sandstone as cohesionless soil provide close agreement with side resistance values measured by the load test. Design equations based on treating the sandstone as rock also provide reasonable agreement with the load test results, but comparisons were limited by the inability to obtain representative intact core samples suitable for measuring the uniaxial compressive strength of the sandstone. Unit base resistance mobilized in the load test exceeds by a significant amount the value of unit base resistance predicted using AASHTO and FHWA design equations. The load-displacement response of the test shaft is analyzed by fitting to an analytical model, providing a practical tool for evaluation of trial designs to satisfy service limit states. Finally, results of the load test are used to illustrate the application of AASHTO LRFD methodology to design of drilled shafts for the bridge at Burma Road Overpass.
KW  - Bridge foundations
KW  - Compressive strength
KW  - Drilled shafts
KW  - Gillette (Wyoming)
KW  - Load and resistance factor design
KW  - Load tests
KW  - Overpasses
KW  - Sandstones
UR  - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/Report%20FHWA-WY-09-10F.pdf
UR  - http://ntl.bts.gov/lib/32000/32500/32594/Report_FHWA-WY-09-10F.pdf
UR  - https://trid.trb.org/view/915751
ER  - 

TY  - RPRT
AN  - 01154163
AU  - Higgins, Christopher
AU  - Howell, Daniel A
AU  - Smith, Matthew T
AU  - Senturk, Ahmet Ekin
AU  - Oregon State University, Corvallis
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - Shear Repair Methods for Conventionally Reinforced Concrete Girders and Bent Caps
PY  - 2009/12//Final Report
SP  - 260p
AB  - Thirteen large-scale girders and two bent caps that replicated as close as possible bridge components from the 1950s were cast and loaded to cause initial cracking similar to that observed in the field. The girders were repaired with epoxy crack injection, internal steel bars, external steel bars, surface bonded carbon fiber reinforced polymer (CFRP), and near-surface mount CFRP. The bent caps were repaired with surface-bonded CFRP and post-tensioning. The beams were loaded to failure while sensors recorded how the beams deformed. In addition, two bridges, one with surface-bonded CFRP strengthening and one with internal steel strengthening, were instrumented before and after strengthening to assess changes in behavior. The test results were used in conjunction with previous research to compare the repair methods based on ten attributes such as shear capacity improvement, aesthetics, durability, and installation requirements. Surface bonded CFRP, external stirrups, and internal stirrups were all effective in increasing shear capacity of girders. Epoxy injection had minimal impact on capacity, and there were not enough data to make a conclusion for near-surface mounted CFRP. Considering surface bonded CFRP, external bars, and internal bars, no method was clearly superior, but internal stirrups did offer many advantages across the attributes considered. The surface bonded CFRP and post-tensioning repairs for the bent caps did not provide as much capacity improvement as expected. However, there was only one bent cap specimen for each of the two repair methods tested; therefore, the results from these tests are considered a basis for further investigation.
KW  - Bents
KW  - Carbon fibers
KW  - Epoxy resins
KW  - Fiber reinforced plastics
KW  - Girders
KW  - Posttensioning
KW  - Reinforced concrete
KW  - Reinforcing bars
KW  - Repairing
KW  - Shear capacity
KW  - Shear reinforcement
KW  - Stirrups
KW  - Strengthening (Maintenance)
UR  - http://ntl.bts.gov/lib/42000/42200/42206/Cracked_Bridge_Repair_Methods_Appendix.pdf
UR  - https://trid.trb.org/view/915608
ER  - 

TY  - RPRT
AN  - 01154160
AU  - Glassbrenner, Donna
AU  - Starnes, Marc
AU  - National Center for Statistics and Analysis
TI  - Lives Saved Calculations for Seat Belts and Frontal Air Bags
PY  - 2009/12//NHTSA Technical Report
SP  - 68p
AB  - One of the ways the National Highway Traffic Safety Administration (NHTSA) quantifies the benefits of seat belts and frontal air bags is to estimate the number of passenger vehicle occupants whose lives were saved by these protective devices, and the lives savable if more passenger vehicle occupants had buckled up. Passenger vehicles include passenger cars, sport utility vehicles, pickup trucks, and vans. This report details how NHTSA produces these lives saved estimates for seat belts and frontal air bags. The methodology is described in detail, including the use of effectiveness ratings for seat belts and frontal air bags. Seat belt effectiveness ratings vary according to the seat belt type (i.e., 3-point belt versus 2-point lap belt), vehicle type, occupant seating position, and occupant age. Frontal air bag effectiveness ratings are consistent for all passenger vehicles. The interactions of the effectiveness of seat belts and the effectiveness of frontal air bags are discussed in this report. The effectiveness of side air bags, child safety seats, motorcycle helmets, and other safety devices are discussed in other NHTSA reports, and are not quantified within this report. When calculating lives saved by seat belts and air bags, it is important to remember that these calculations are estimates based on a methodology that uses the tremendous amount of knowledge that NHTSA has gained. This knowledge has been expanded through the analysis of decades of data on the roles played by seat belts and air bags in fatal crashes.
KW  - Air bags
KW  - Passenger vehicles
KW  - Ratings
KW  - Seat belts
KW  - Vehicle safety
UR  - http://www-nrd.nhtsa.dot.gov/pubs/811206.pdf
UR  - https://trid.trb.org/view/915607
ER  - 

TY  - RPRT
AN  - 01154157
AU  - Persaud and Lyon, Incorporated
AU  - Felsburg Holt & Ullevig
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Safety Performance Functions for Intersections
PY  - 2009/12//Final Report
SP  - 63p
AB  - Road safety management activities include screening the network for sites with a potential for safety improvement (Network Screening), diagnosing safety problems at specific sites, and evaluating the safety effectiveness of implemented countermeasures. It is important that these activities be both efficient and methodologically sound, since resources would otherwise be wasted on unnecessary treatments for safe elements and elements deserving of treatment would be left untreated. The state-of-the-art methodologies for conducting these activities make use of statistical models to predict expected accident frequencies using traffic volumes and other site characteristics as the input to the models (known as Safety Performance Functions or SPFs). The Colorado Department of Transportation's (CDOT’s) research and safety engineers are in the forefront of national efforts to develop methods using SPFs to screen large networks to find sites with a potential for safety improvement. CDOT has previously developed SPFs to identify freeway and rural roadway segments that have the potential for accident reduction. This report documents the data collection, modeling efforts, and findings of a research project to develop SPFs for ten categories of intersections. The development of SPFs for ten intersection categories was successful. It is recommended that data for additional sites be collected as they may become available. Additionally, as more years of crash and traffic data become available, these data too can be added to the dataset in order to continually add up-to-date information. The models can be recalibrated to apply to these additional years of data. When several additional years of data are available, it may be desirable to calibrate a new set of original SPFs.
KW  - Colorado Department of Transportation
KW  - Crash rates
KW  - Intersections
KW  - Mathematical models
KW  - Safety Performance Functions
KW  - Traffic safety
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/spfs.pdf/at_download/file
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/spfs.pdf/view
UR  - https://trid.trb.org/view/915613
ER  - 

TY  - RPRT
AN  - 01154155
AU  - Chinowsky, Paul S
AU  - Hallowell, Matthew
AU  - University of Colorado, Boulder
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Worker Safety at the Colorado Department of Transportation
PY  - 2009/12//Final Report
SP  - 56p
AB  - The Colorado Department of Transportation (CDOT) is currently investigating approaches to reduce the frequency and severity of work-related injuries. The incident rates for CDOT are significantly higher than those achieved by some private organizations (e.g., Kiewit) and comparable DOTs. One element in determining the current state of safety practices within CDOT is evaluation of Job Safety Analysis Forms (JSAs) and their current use. This study examined the effectiveness of these forms in terms of worker perspectives and the overall organizational strategies associated with the forms. Study results indicate that CDOT has a mixed record for implementing JSAs. There is a very positive attitude towards the JSAs and a strong willingness by workers to enhance the safety record. However, this positive is balanced by an equally strong negative aspect in terms of actual usage of JSAs in relation to the intent of the program. Implementation activities include the following: Organize an Accelerated Safety Improvement Workshop where the intent and usage of JSAs would be a central focus; Ensure that leadership responsibility for JSA implementation and safety awareness at work sites is clearly understood; and Create a feedback process where data collected by Regional Safety Officers (RSOs) can be used by crews to modify behavior.
KW  - Behavior modification
KW  - Colorado Department of Transportation
KW  - Construction and maintenance personnel
KW  - Forms (Documents)
KW  - Implementation
KW  - Labor force
KW  - Leadership
KW  - Occupational safety
KW  - Workshops
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/workersafety.pdf/view
UR  - https://trid.trb.org/view/915614
ER  - 

TY  - RPRT
AN  - 01154154
AU  - Owens, Nicholas D
AU  - Armstrong, April H
AU  - Mitchell, Carol
AU  - Brewster, Rebecca
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
TI  - Federal Highway Administration Focus States Initiative: Traffic Incident Management Performance Measures Final Report
PY  - 2009/12//Final Report
SP  - 28p
AB  - The Traffic Incident Management Performance Measures Focus States Initiative (TIM PM FSI) involves 11 States that have defined three traffic incident performance measures (PM) and conducted field tests of two of these measures. The following measures were defined in December 2005 and field tested for 18 months: 1. Reduce “roadway clearance” time (defined as the time between awareness of an incident and restoration of lanes to full operational status); and 2. Reduce “incident clearance” time (defined as the time between awareness of an incident and removal of all evidence of the incident, including debris or remaining assets, from shoulders). A third measure was defined at the final project workshop in October 2007 but has not yet been field tested: 3. Reduce the number of secondary incidents—specifically unplanned incidents for which a response or intervention is taken, where a collision occurs either a) within the incident scene or b) within the queue (which could include opposite direction) resulting from the original incident. The FSI represents the first effort by multiple States to measure TIM performance using common performance metrics. The results of the FSI demonstrated that TIM performance measurement is institutionally and technically viable. The participating States also demonstrated that integrating and coordinating TIM operations between multiple agencies can be done seamlessly. The final products of the FSI are an outreach plan and outreach products that can be used by States to promote TIM PM and integrated TIM programs.
KW  - Clearance time (Traffic incidents)
KW  - Field tests
KW  - Incident management
KW  - Metrics (Quantitative assessment)
KW  - Outreach
KW  - Performance measurement
KW  - States
KW  - Traffic incidents
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10010/fhwahop10010.pdf
UR  - http://ntl.bts.gov/lib/35000/35700/35774/fhwahop10010.pdf
UR  - https://trid.trb.org/view/915611
ER  - 

TY  - RPRT
AN  - 01153609
AU  - Pietz, Amanda Joy
AU  - Sperley, Myra
AU  - Oregon Department of Transportation
AU  - Federal Highway Administration
TI  - FY 2009 Oregon Transportation Needs and Issues Survey: Summary of Statewide Results
PY  - 2009/12//Summary Report
SP  - 63p
AB  - The Oregon Transportation Needs and Issues Survey was first conducted in 1993 and has been done roughly every two years. The latest survey was completed in the fall of 2008 (State fiscal year (FY) 2009). This report summarizes the results of the FY 2009 survey. For some reoccurring questions, results are also compared to past surveys.
KW  - Customer satisfaction
KW  - Expenditures
KW  - Financing
KW  - Highway transportation
KW  - Needs assessment
KW  - Oregon
KW  - Oregon Department of Transportation
KW  - Public opinion
KW  - Public transit
KW  - Railroad transportation
KW  - Surveys
KW  - Transportation planning
UR  - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FY_2009_Oregon_Transportation_Needs_and_Issues_Survey.pdf
UR  - https://trid.trb.org/view/914964
ER  - 

TY  - RPRT
AN  - 01153603
AU  - Hartos, Jessica L
AU  - Huff, David
AU  - Carroll, James
AU  - Montana State University, Havre
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Keep Encouraging Young Driver Safety (KEYS) Pilot Study: Increasing Parental Involvement in Teenage Driving through Driver Education
PY  - 2009/12//Final Report
SP  - 33p
AB  - The goal of the Keep Encouraging Young Driver Safety (KEYS) Pilot Study was to determine the feasibility of integrating parent-teen homework assignments into the Montana driver education curriculum and family support for their use.  Feedback for use of the homework assignments was generated in three phases from (1) driver education instructors in the interdisciplinary team, (2) individual families, and (3) parents and instructors in driver education classes.  The overwhelming majority of qualitative feedback from all phases was positive; limited negative comments related to parents not having enough time in their daily lives.  The recruitment rate for pilot-testing homework assignments in classes was 81%.  Families exposed to the first recruitment strategy (required participation or choose another class) were 24 times more likely to participate than were those exposed to the second strategy (voluntary participation within the class).  A minimum of 90% of parents reported at least "medium" willingness to complete all activities across homework assignments, and willingness was highly related to exposure to the tenets of goal-oriented persuasion and parent motivation in schools incorporated within the homework assignments.  The findings indicate that the majority of parents are willing to complete homework assignments within their teens' driver education classes.  The next step would be to conduct an efficacy trial in a broader audience to determine whether exposure to homework assignments is related to short-term and prospective outcomes related to safe teen driving.
KW  - Driver education
KW  - Homework assignments
KW  - Parents
KW  - Pilot studies
KW  - Safe driving
KW  - Teenage drivers
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/keys/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/planning/keys.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45855/final_report77.pdf
UR  - https://trid.trb.org/view/914969
ER  - 

TY  - RPRT
AN  - 01153467
AU  - Jarossi, Linda
AU  - Hershberger, Daniel
AU  - Woodrooffe, John
AU  - University of Michigan Transportation Research Institute
AU  - Federal Motor Carrier Safety Administration
TI  - Buses Involved in Fatal Accidents Codebook 2007 (Version December 14, 2009)
PY  - 2009/12//Version December 14, 2009
SP  - 136p
AB  - This report provides documentation for UMTRI’s file of Buses Involved in Fatal Accidents (BIFA), 2007, including distributions of the code values for each variable in the file. The 2007 BIFA file is a census of all buses involved in a fatal accident in the United States. The BIFA database provides coverage of buses recorded in the Fatality Analysis Reporting System (FARS) file. BIFA combines vehicle, accident, and occupant records from FARS with information about the physical configuration and operating authority of the bus from the BIFA survey.
KW  - Bus crashes
KW  - Buses
KW  - Coding systems
KW  - Computer program documentation
KW  - Crash data
KW  - Databases
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - United States
UR  - http://hdl.handle.net/2027.42/65002
UR  - https://trid.trb.org/view/914443
ER  - 

TY  - RPRT
AN  - 01153263
AU  - Horning, Jessica
AU  - El-Geneidy, Ahmed M
AU  - Hourdos, John
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Federal Transit Administration
TI  - Estimating Running Time and Demand for a Bus Rapid Transit Corridor
PY  - 2009/12//Final Report
SP  - 69p
AB  - Due to the increasing ease and affordability of intelligent transportation systems (ITS) data collection, new methods for assessing conditions along current and future transit corridors are available. Measures such as average speed, travel time, and intersection delay can be determined for car and bus traffic along a corridor using readily available technology. These measures can be used to monitor the performance of the transportation system for existing modes and to estimate measures for proposed additions to the system. The goal of this research is to utilize Global Positioning System (GPS) device records from regular vehicles as well as buses to estimate running time and potential passenger demand for a proposed Bus Rapid Transit (BRT) corridor on Cedar Avenue in the southern Twin Cities Metropolitan Area. Demand for future BRT service is predicted based on frequency and reliability of service and socio-demographic characteristics of the region around the corridor. Average passenger counts for existing transit service along the corridor in combination with existing commuting patterns in the region are used to estimate passenger demand. The running time and demand models produced by this study can be integrated with existing cost benefit software to evaluate the effects of intelligent transportation systems technologies on BRT running time (IBAT). The findings of this research introduce a benchmark for comparison between transit and private vehicle running time for general applications in Hennepin County. These findings also help to create additional understanding of the potential for BRT service in the Twin Cities region.
KW  - Bus rapid transit
KW  - Demand
KW  - Global Positioning System
KW  - Hennepin County (Minnesota)
KW  - Intelligent transportation systems
KW  - Running time
KW  - Service reliability
KW  - Sociodemographics
KW  - Twin Cities Metropolitan Area (Minnesota)
UR  - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1852
UR  - https://trid.trb.org/view/914849
ER  - 

TY  - RPRT
AN  - 01153262
AU  - Schwach, Jory A
AU  - Morris, Ted
AU  - Michalopoulos, Panos G
AU  - University of Minnesota, Twin Cities
AU  - Intelligent Transportation Systems Institute
AU  - Research and Innovative Technology Administration
TI  - Rapidly Deployable Low-Cost Traffic Data and Video Collection Device
PY  - 2009/12//Final Report
SP  - 72p
AB  - Transportation practitioners, planners and researchers lack the availability of an easily deployable, non-intrusive, portable, low-cost device for traffic data collection and video recording at intersections and arterials as well as temporary remote surveillance. The necessary data usually includes volumes, speeds, classification, turning movements, queue size and length, conflicting movements, and time headways. They also include recording of traffic characteristics, accidents and other special situations. A visual record of traffic characteristics at intersections, arterials, or other locations can also be used for extensive analysis and research leading to improved safety and control practices. In this report, the development and demonstration of a low-cost, practical, rapidly deployable video recording and data collection device is presented along with the design, deployment, and data extraction process. Its major advantage at intersections is that only one unit can cover an entire intersection up to 5 lanes per incoming approach wide (20 incoming lanes total), which should be sufficient for the overwhelming majority of intersections. In addition it has the potential of extracting turning movements automatically including optional lanes through advanced machine vision or radar sensors.
KW  - Arterial highways
KW  - Cost effectiveness
KW  - Data collection
KW  - Digital video
KW  - Highway safety
KW  - Highway traffic control
KW  - Intersections
KW  - Machine vision
KW  - Portable equipment
KW  - Radar
KW  - Traffic data
KW  - Traffic surveillance
KW  - Turning traffic
UR  - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1858
UR  - https://trid.trb.org/view/914853
ER  - 

TY  - RPRT
AN  - 01153172
AU  - Shanmugam, Suriya Prakash
AU  - Missouri University of Science and Technology, Rolla
AU  - Research and Innovative Technology Administration
TI  - Seismic Behavior of Circular Reinforced Concrete Bridge Columns under Combined Loading Including Torsion
PY  - 2009/12//Final Report
SP  - 338p
AB  - Reinforced concrete (RC) columns of skewed and curved bridges with unequal spans and column heights can be subjected to combined loading including axial, flexure, shear, and torsion loads during earthquakes. The combination of axial loads, shear force, and flexural and torsional moments can result in complex failure modes of RC bridge columns. This study carried out experimental and analytical studies to investigate the seismic performance of circular RC columns under combined loading including torsion. The main variables considered here were (i) the ratio of torsion-to-bending moment (T/M), (ii) the ratio of bending moment-to-shear (M/V) or shear span (H/D), and (iii) the level of detailing for high and moderate seismicity (high or low spiral ratio). In particular, the effects of the spiral reinforcement ratio and shear span on strength and ductility of circular RC columns under combined loading were addressed. In addition, the effects of torsional loading on the bending moment-curvature, ductility, and energy dissipation characteristics were also considered. The analytical investigation examined the development of existing models for flexure and pure torsion. Interaction diagrams between bending, shear and torsional loads were established from a semi-empirical approach. A damage-based design approach for circular RC columns under combined loads was proposed by decoupling damage index models for flexure and torsion. Experimental and analytical results showed that the progression of damage was amplified by an increase in torsional moment. An increase in the transverse spiral reinforcement ratio delayed the progression of damage and changed the torsional-dominated behavior to flexural-dominated behavior under combined flexural and torsional moments.
KW  - Axial loads
KW  - Bending moments
KW  - Columns
KW  - Curved bridges
KW  - Damage (Bridges)
KW  - Ductility
KW  - Earthquake resistant design
KW  - Failure analysis
KW  - Flexure
KW  - Reinforced concrete bridges
KW  - Seismicity
KW  - Shear stress
KW  - Skew bridges
KW  - Spiral reinforcement
KW  - Torsion
UR  - http://utc.mst.edu/documents/R165_Shanmugam_CR.pdf
UR  - https://trid.trb.org/view/914756
ER  - 

TY  - RPRT
AN  - 01153164
AU  - Li, Qian
AU  - Belarbi, Abdeldjelil
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Seismic Performance of Square RC Bridge Columns under Combined Loading including Torsion with
Low Shear
PY  - 2009/12//Final Report
SP  - 11p
AB  - During earthquake excitations, reinforced concrete bridge columns can be subjected to a combination of axial load, shear force, flexural moments, and torsional moments. The torsional moment can be much more significant in columns of bridges that are skewed, curved, have unequal spans, or unequal column heights. Combined loading including torsion can result in complex flexural and shear failure of these bridge columns. This paper presents an experimental study on the seismic behavior of square reinforced concrete columns under combined cyclic flexural and torsional moments. The columns in this study were designed with an aspect ratio of six and tested under various loading conditions: cyclic flexural moment and shear force, cyclic pure torsion, and combined cyclic shear force, bending, and torsional moments. Test results reveal that (1) the flexural and torsional capacity is decreased due to the effect of combined loading, (2) the failure modes and deformation characteristics are changed, and (3) the damage zone tends to move upwards from the typical flexural plastic hinge zone due to the effect of additional torsional moment. The effects of combined loading on the hysteretic loading-displacement response, and damage characteristics are discussed.
KW  - Aspect ratio
KW  - Axial loads
KW  - Bending stress
KW  - Columns
KW  - Damage (Bridges)
KW  - Deformation
KW  - Earthquake resistant design
KW  - Failure
KW  - Reinforced concrete bridges
KW  - Shear stress
KW  - Torsion
UR  - http://utc.mst.edu/documents/R231_Li_CR.pdf
UR  - https://trid.trb.org/view/914748
ER  - 

TY  - RPRT
AN  - 01152933
AU  - Brydia, Robert E
AU  - Brackin, Byron E
AU  - De Roche, Robert F
AU  - Johnson, Jeremy D
AU  - Thomas, Gary B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Video Over IP Design Guidebook
PY  - 2009/12//Product
SP  - 168p
AB  - Texas Department of Transportation (TxDOT) engineers are responsible for the design, evaluation, and implementation of video solutions across the entire state. These installations occur with vast differences in requirements, expectations, and constraints. Because the systems require extensive interoperability to other systems, agencies, and deployments, a systems engineering process (SEP) is employed to develop a consistent and structured approach to the development of concepts, needs, requirements, design, testing, and ongoing operations. The guidebook contains an accompanying CD which illustrates many aspects of video, which are more easily understood from a visual perspective. The goal of this guidebook is two-fold: (1) to establish a fundamental level of knowledge in video concepts, and (2) to frame the discussion within the concept of systems engineering to provide a logical, consistent, and structured approach to video system development and deployment.
KW  - Digital video
KW  - Handbooks
KW  - Highway operations
KW  - Internet
KW  - Systems engineering
UR  - http://tti.tamu.edu/documents/0-5942-P1.pdf
UR  - https://trid.trb.org/view/914492
ER  - 

TY  - RPRT
AN  - 01152929
AU  - Brown, Shane
AU  - Muench, Steve
AU  - Anderson, Jeralee
AU  - Washington State University, Pullman
AU  - TransNow, Transportation Northwest
AU  - Office of the Secretary of Transportation
TI  - Sustainable Roadway Design and Construction: An Online Course
PY  - 2009/12//Final Technical Report
SP  - 18p
AB  - The purpose of this research was to create and deliver an online course in sustainable transportation infrastructure. Currently, there are no such courses. This course would reside online at either the University of Washington (UW) or Washington State University (WSU) and be available for use by any TransNow or Region X participating university. Course content would focus on: 1. the concept of sustainability; 2. systems for evaluating sustainability; 3. specific materials, methods and practices either in use currently or experimental that are more sustainable than current methods; and 4. an introduction to life cycle assessment and life cycle cost analysis for transportation infrastructure with an emphasis on roads and pavements. Many WU and WSU courses are lacking enough coverage of the sustainability idea and there is strong evidence that today's graduate and undergraduate students desire coverage and are interested in participating. The course would also be created for a state and local agency engineers and decision-makers audience.
KW  - Education
KW  - Highway design
KW  - Life cycle costing
KW  - Online courses
KW  - Road construction
KW  - Sustainable development
UR  - https://trid.trb.org/view/914504
ER  - 

TY  - RPRT
AN  - 01152885
AU  - Miller, Gregory
AU  - Wang, Yinhai
AU  - Mackenzie, Peter
AU  - Farrar, Genevieve
AU  - Chuang, Chia-So
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Office of the Secretary of Transportation
TI  - Low‐Cost, Distributed, Sensor‐based Weigh‐in‐Motion Systems
PY  - 2009/12//Final Research Report
SP  - 29p
AB  - Monitoring truck weights is essential for traffic operations, roadway design, traffic safety, and regulations. Traditional roadside static truck weighing stations have many operational shortcomings, and so there have been ongoing efforts to develop and implement Weigh-In-Motion (WIM) systems to make vehicle weight monitoring and enforcement more automatic, unobtrusive, and cost-effective. Current WIM systems typically rely on a transverse, instrumented beam installed in the roadway itself, which then can act as a transducer system whose response can be related to vehicle weights via calibration and basic principles. These systems work reasonably well, but they are still relatively costly to install and maintain since they require nontrivial modification of the roadway itself, and there are limitations on where and when they can be installed. The work aims to investigate an approach to WIM systems that can greatly reduce costs and increase flexibility and reliability by using the fact that the unmodified roadway pavement/foundation subsystem itself can be viewed as a transducer system amenable to direct characterization and calibration. Rather than using a relatively expensive, obtrusive single sensor system, the proposed approach would use a large number of inexpensive, self-powered, unobtrusive wireless sensor devices that would work together at a given location to achieve reasonably accurate vehicle weight measurement without modifying the roadway itself. The fundamental technologies and theoretical building blocks underlying the proposed approach all exist, but research is needed to answer a number of technical and practical questions to enable the development of a deployable system. To this end, the authors propose the development of both virtual and physical prototype systems that they will use to investigate the feasibility, suitability, accuracy, and generality of the proposed technology as a future heavy vehicle weight monitoring system.
KW  - Cost effectiveness
KW  - Heavy vehicles
KW  - Highway operations
KW  - Prototypes
KW  - Reliability
KW  - Technological innovations
KW  - Trucks
KW  - Weigh in motion
KW  - Weight measurement
KW  - Wireless sensors
UR  - http://ntl.bts.gov/lib/32000/32200/32276/TNW2009-15.pdf
UR  - https://trid.trb.org/view/914434
ER  - 

TY  - RPRT
AN  - 01152884
AU  - Pratt, Michael P
AU  - Miles, Jeffrey D
AU  - Bonneson, James A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Workshops on Using the GPS Method to Determine Curve Advisory Speeds
PY  - 2009/12//Technical Report
SP  - 22p
AB  - Curve warning signs are intended to improve curve safety by alerting the driver to a change in geometry that may not be apparent or expected. However, several research projects conducted in the last 20 years have consistently shown that drivers are not responding to curve warning signs or complying with advisory speed plaques. A new engineering study method was developed to improve consistency in curve signing and driver compliance with advisory speeds. This report documents two activities that were conducted to promote implementation of the new method. One activity is the development of a software program to measure curve geometry while driving through the curve. The geometric data are then used to determine an appropriate curve advisory speed and to select effective, curve-related traffic control devices. The second activity for this project was a series of workshops that described use of the new method. The workshop provided a mixture of classroom discussion and hands-on training activities for the participants. The workshop participants generally indicated that they believed the new method would benefit their districts and looked forward to implementing it. Recommendations for future research in this area were identified.
KW  - Advisory speeds
KW  - Compliance
KW  - Global Positioning System
KW  - Highway curves
KW  - Software
KW  - Speed control
KW  - Speed limits
KW  - Warning signs
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5439-01-1.pdf
UR  - https://trid.trb.org/view/914457
ER  - 

TY  - RPRT
AN  - 01152883
AU  - Cooner, Scott A
AU  - Rathod, Yatin K
AU  - Alberson, Dean C
AU  - Bligh, Roger P
AU  - Ranft, Stephen E
AU  - Sun, Dazhi
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Development of Guidelines for Cable Median Barrier Systems in Texas
PY  - 2009/12//Technical Report
SP  - 88p
AB  - Since 2003, the Texas Department of Transportation (TxDOT) has embarked on an aggressive campaign to install median barriers to prevent cross-median crashes on freeway facilities statewide. In the few years prior to 2003, virtually all fatalities on interstate facilities (96 percent) were the result of cross-median crashes. TxDOT used special safety funding to accelerate projects and decided to primarily implement high-tension cable/wire rope median barrier systems in lieu of concrete so that more roadway miles could be protected. This report documents the development of guidelines for use of cable barrier systems in Texas. The research team performed a comprehensive review of currently available guidance on cable barrier systems. The guidelines review included four broad categories: guidance on barrier selection, guidance on barrier design, guidance on barrier placement, and guidance on general system considerations. The development of guidelines for cable median barrier systems in Texas concentrated on existing information in state DOT design manuals and memorandums, manufacturer product manuals, and completed studies – including the results of the in-service performance evaluation in Texas. The development of consistent and practical guidelines for the use of cable barrier systems is necessary so that TxDOT design, operations and maintenance staff can make sound decisions. Since the use of cable barrier systems is still a relatively new practice in Texas, the guidance is timely because many districts continue to look for sites and funding for implementation. This report is written primarily to convey the cable barrier system guidelines.
KW  - Cable barriers
KW  - Cross median accidents
KW  - Design
KW  - Freeways
KW  - Guidelines
KW  - Location
KW  - Median barriers
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5609-2.pdf
UR  - https://trid.trb.org/view/914459
ER  - 

TY  - RPRT
AN  - 01152880
AU  - Rinehart, Robert V
AU  - Mooney, Michael A
AU  - Colorado School of Mines
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Lateral Vehicle Accelerations Due to Longitudinally Tined Portland Cement Concrete Pavement
PY  - 2009/12//Final Report
SP  - 60p
AB  - The objective of this study was to determine, via field measurements, the vibration characteristics of vehicle squirming (a.k.a. groove wander) – a phenomenon whereby vehicles experience lateral vibrations due to interaction between tire tread grooves and longitudinal pavement grooves. The report documents the details of a literature review of groove wander related studies as well as the results of field testing performed to measure vehicle and vehicle occupant vibrations during wander behavior. Recommendations are made about the development of a wander evaluation system for future Colorado Department of Transportation (CDOT) studies. Field testing was performed over two days on a 4.8km (3mi) stretch of I-70 between E-470 and SH 36 Airport Road using a 2000 GMC Safari cargo van belonging to CDOT and known to experience wander. Lateral accelerations were measured at several locations including the seat frame, seat cushion, seat back, and the passenger’s head. Wander is measurable as a low-frequency, low-amplitude phenomenon. Typical wander behavior is observed in the frequency band 1-3Hz. The most effective sensor location to capture vibrations due to vehicle wander proved to be the passenger’s head. This location takes advantage of the human body’s amplifying and filtering characteristics. For the testing conducted here with acceleration measured on the passenger’s head, wander was generally associated with acceleration peaks greater than 0.75 m/s² (0.076g); however, vibration magnitudes are dependent on many factors including sensor location, vehicle, tire type, and vehicle occupant characteristics and posture. The standard methods for evaluating human exposure to vehicle vibrations (ISO-2631) did not yield a reliable indication of wander. Given that other sources of lateral vibration (e.g., wind, bumps, steering input) can lead to similar acceleration behavior to that of wander, and the fact that vibration amplitudes are dependent on many factors, it remains important to have human input when performing wander assessment. Given the difficulty in reliably and consistently quantifying wander, CDOT should consider relying solely on human assessment. If the goal is to determine whether or not wander exists for a certain stretch of roadway, human judgment appears accurate and reliable, i.e., the existence or non-existence of wander is clear and obvious to a passenger. If it remains desirable to develop a standard method to measure and quantify wander (e.g., to compare different roadways or tining patterns), the following should be kept in mind: Wander is vehicle-specific, so any efforts to standardize wander measurement need to employ a consistent, specific vehicle; The best location to place an accelerometer to capture vehicle wander is the passenger’s head; Since vibrations are subject and posture dependent, subjects (or possibly an anthropomorphic test dummy) need to be similar in size and filtering characteristics, and given specific instructions regarding posture.
KW  - Concrete pavements
KW  - Field tests
KW  - Lateral acceleration
KW  - Literature reviews
KW  - Longitudinal grooving
KW  - Pavement grooving
KW  - Rolling contact
KW  - Vibration
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/tining.pdf
UR  - https://trid.trb.org/view/914446
ER  - 

TY  - RPRT
AN  - 01152878
AU  - Rao, Chetana
AU  - Ardani, Ahmad
AU  - Applied Research Associates, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Concrete Deck Performance Relative to Air Entrainment
PY  - 2009/12//Final Report
SP  - 105p
AB  - Damage to concrete due to freeze-thaw (F-T) action is a serious concern for agencies in cold regions of the United States. The most effective method to protect concrete from F-T damage is through the addition of an air entraining agent as an admixture that creates a well distributed, closely spaced, small sized air void system in the concrete. Air content measurement in fresh concrete is a routine quality control and acceptance test procedure that helps to ensure good durability characteristics in the concrete structure. Most agencies, including the Colorado Department of Transportation (CDOT), in accordance with industry recommendations, perform the air content measurement at the point of placement in a concrete structure. Between 1993 and 2008, CDOT changed its specifications due to safety considerations of the field personnel. Air content measurements were performed at the point of delivery during this period. While structures built during this period did meet specifications, it is not clear whether the pumping and the placement operations altered the air void distribution. For planning future maintenance activities, CDOT was interested in evaluating the relative condition of bridge decks built under the point of delivery specification and verifying if they indeed possessed good F-T durability. After a thorough review of 600 bridges in CDOT’s database, six bridges in the Denver metro area in districts 1and 4 were selected for study. NBI ratings for the selected bridges ranged from 5 to 7. Three of the bridge decks were constructed before 1993 (using the point of placement specification), and three were constructed between 1993 and 2008 (using the point of delivery specification). Three cores from each structure were extracted, and two cores were tested as part of the forensic evaluation plan set up for this study. The tests included petrographic analysis as per ASTM C 856, air void analyses and total air content determination (including specific surface and spacing factor) as per ASTM C 457, and chloride profile measurement at three different depths as per ASTM 1152. The test results indicate that the bridge decks built under both specifications have an acceptable air void system and that the bridges built under the point of delivery specification have better F-T resistance than the structures built under the point of placement specification. This implies that good materials and construction practices were used and there is no alarming difference in the quality of bridge decks built under the two specifications. This does not suggest, however, that the point of delivery specification should be adopted. The sample size selected for this study is very small, and the results need to be interpreted with care. Concerning implementation, CDOT does not need any additional change of plans with bridge deck maintenance activities. However, CDOT has to take additional steps to ensure that bridge decks built in the future possess the air void distribution required for good durability. Also, the impact of other mix design and construction parameters on the air void system should be considered to achieve desired durability levels.
KW  - Acceptance tests
KW  - Admixtures
KW  - Air content
KW  - Air entrained concrete
KW  - Air entraining agents
KW  - Air voids
KW  - Bridge decks
KW  - Chloride content
KW  - Concrete
KW  - Construction management
KW  - Cores (Specimens)
KW  - Denver (Colorado)
KW  - Freeze thaw durability
KW  - Petrography
KW  - Quality control
KW  - Specifications
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/airentrainment.pdf
UR  - https://trid.trb.org/view/914444
ER  - 

TY  - RPRT
AN  - 01152833
AU  - Chandrashekhara, K
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Acquisition of Equipment for Composite Manufacturing Laboratory
PY  - 2009/12//Final Report
SP  - 5p
AB  - An interdisciplinary team of faculty was formed to upgrade the Composite Manufacturing and Testing Facilities at Missouri S&T. The Metering Unit is useful to manufacture composite pultruded parts using two part polyurethane resin system. Prior to the equipment acquisition, the pultrusion manufacturing facility was restricted to epoxy, polyester and vinyl ester resin systems. The Metering Unit enables the manufacture of composite parts using polyurethane resin system. Composite test fixtures are required to conduct specialized tests like Compression after Impact, Open Hole Compressions and Interlaminar Shear.
KW  - Composite materials
KW  - Manufacturing
KW  - Pultrusion
KW  - Testing equipment
UR  - http://utc.mst.edu/documents/RE252_CR.pdf
UR  - https://trid.trb.org/view/914308
ER  - 

TY  - RPRT
AN  - 01152832
AU  - Sarvestani, Sahra Sedigh
AU  - Missouri University of Science and Technology, Rolla
AU  - Research and Innovative Technology Administration
TI  - Application of Sensor Networks to Intelligent Transportation Systems
PY  - 2009/12//Final Report
SP  - 13p
AB  - The objective of the research performed is the application of wireless sensor networks to intelligent transportation infrastructures, with the aim of increasing their dependability and improving the efficacy of data collection and utilization. Examples include health monitoring of bridges, flood level detection, and other applications of real-time data collection and analysis. This project will enable modeling, prediction, and improvement of trustworthiness for a variety of transportation infrastructures. In collaboration with the Center for Infrastructure Engineering Studies (CIES), a prototype of a base station with data acquisition and long range communication capabilities has been developed. The current application is the measurement of water levels for low-water bridges, and the prototype will be deployed by MoDOT in the immediate future. The research is directly tied to embedded computing (which is the subject of a course previously taught by the principal investigator) and to digital network communications (a new course developed and recently taught by the principal investigator). Three graduate students, one of whom is funded by the UTC, and two undergraduates are involved in the research. Planned future activities include collaboration with service learning activities at Missouri S&T, as well as the National Engineering Projects in Community Service (EPICS) program.
KW  - Data collection
KW  - Intelligent transportation systems
KW  - Monitoring
KW  - Sensors
KW  - Structural analysis
UR  - http://utc.mst.edu/documents/R180_CR.pdf
UR  - https://trid.trb.org/view/914309
ER  - 

TY  - RPRT
AN  - 01152812
AU  - Bouquet, Jared
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
TI  - Supercritical Water Reformation of Crude Glycerol Solution for Hydrogen Production
PY  - 2009/12//Final Report
SP  - 10p
AB  - Glycerol, also known as glycerin, is a less desirable byproduct formed in the production of biodiesel via the transesterification otriglycerides and presents a nontrivial issue in terms of developing other beneficial end uses. With an inflated glycerol market and rapidly increasing demand for the production of biodiesel, innovative utilization of the crude glycerol solution produced by biodiesel plants is paramount to the success of biodiesel as an alternative fuel. Supercritical water reformation of crudsolution presents a unique non-catalytic means of converting unwanted glycerol into hydrogen for use in energy and transportation applications, hence increasing the amount of usable transportation fuel that may be produced from triglycerides in biodiesel production. An ongoing experimental study of the supercritical water reformation of crude glycerol solution is being conducted to explore the effects of multiple variables important to the chemical reactions involved in the reformation process. Reaction variables include temperature, pressure, water-to-glycerol ratio, reactor space times, and the impact of other chemical species found in crude gycerol solutions, such as salts, alcohols, and soaps.
KW  - Alternate fuels
KW  - Biodiesel fuels
KW  - Glycerin
KW  - Hydrogen production
KW  - Waste products
UR  - http://utc.mst.edu/documents/R203_Bouquet_CR.pdf
UR  - https://trid.trb.org/view/914297
ER  - 

TY  - RPRT
AN  - 01152764
AU  - Dailey, Daniel J
AU  - TransNow, Transportation Northwest
AU  - Federal Highway Administration
AU  - Office of the Secretary of Transportation
TI  - Self Calibrating Monocular Camera Measurement of Traffic Parameters
PY  - 2009/12//Final Research Report
SP  - 28p
AB  - This proposed project will extend the work of previous projects that have developed algorithms and software to measure traffic speed under adverse conditions using un-calibrated cameras. The present implementation uses the Washington State Department of Transportation (WSDOT) closed circuit television (CCTV) cameras mounted along freeway segments and has an interface for automated camera calibration and traffic speed and speed variance measuring and recording. The calibration algorithm is implemented as an operator in a pipelined architecture using the Java Advanced Imaging package. The algorithm uses features found on the freeway, such as fog lines and lane markers, to calibrate the camera. Arterials have different features, such as turn arrows and stop bars, that can be used for calibration. This effort will develop algorithms that calibrates cameras based on common features found on arterials and will implement the algorithm as a Java operator so that it extends the capabilities of the software to arterials. The result will be a portable system that can function on both freeways and arterials with only limited infrastructure investment. The utility of this project is to leverage existing software to make traffic parameter measurements on arterials where there are no loops, and to calibrate traffic measurement and management devices using these measurements.
KW  - Algorithms
KW  - Arterial highways
KW  - Calibration
KW  - Cameras
KW  - Closed circuit television
KW  - Freeways
KW  - Java (Computer program language)
KW  - Traffic speed
UR  - http://ntl.bts.gov/lib/32000/32200/32273/TNW2009-16.pdf
UR  - https://trid.trb.org/view/914431
ER  - 

TY  - RPRT
AN  - 01152763
AU  - Wang, Yinhai
AU  - Corey, Jonathan
AU  - Lao, Yunteng
AU  - Wu, Yao-Jan
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Office of the Secretary of Transportation
TI  - Development of a Statewide Online System for Traffic Data Quality Control and Sharing
PY  - 2009/12//Final Research Report
SP  - 91p
AB  - The Washington State Department of Transportation (WSDOT) operates thousands of Inductive Loop Detectors (ILDs) on the freeways and highways of Washington State. The collection and disbursement of this data is handled at the regional level, which has led to formatting differences and data fragmentation. The Datamart Project is intended to consolidate data from all regions and store it in one location easily searchable and accessible by all authorized users. Therefore a database and a web site have been created in a computer application called Datamart to accomplish these tasks and demonstrate the idea. Additionally, this research project has been also tasked with creating software applications for traffic sensor data acquisition and developing error detection and correction methodologies for data quality control. Error detection is accomplished in a three-step test proposed by this study to identify loop detectors suffering from severe errors. The default conditions used by this test approach are general enough to be applied in other states. Meanwhile, the approach also has its flexibility to use site specific parameters to optimize its performance at a specific location. These severe errors identifiable by this approach include wrong mode setting, cross chatting, extreme under sensitivity, and incorrect sensitivity level, among others. Loop detectors suffering from incorrect sensitivity levels may be adjusted by the proposed correction methodology. The correction methodology is designed to identify the true length of the loop detector’s detection zone. Properly calibrated ILDs are generally assumed to have detection zone sizes determined by the size of the loop coil buried in the roadway. The reality is that when ILD sensitivity levels drift from their correct settings, the detection zone size changes. By using the correct detection zone lengths, loop detector measurements can be corrected. This software-based approach is proven effective and can be retroactively applied to archived data as well. The loop error identification and correction algorithms have been implemented in the prototype Datamart system, which is an online database system backed up by Microsoft SQL Server 2008 and the Google Map technologies. It is highly scalable and has the potential to add new data sources from other transportation agencies and online analysis functions for regional transportation planning, traffic management, and analysis purposes.
KW  - Data consolidation
KW  - Data errors correction
KW  - Data errors detection
KW  - Data quality
KW  - Data sharing
KW  - Loop detectors
KW  - Quality control
KW  - Traffic data
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/32000/32200/32275/TNW2009-12.pdf
UR  - https://trid.trb.org/view/914426
ER  - 

TY  - RPRT
AN  - 01152762
AU  - Muench, Stephen T
AU  - Anderson, Jeralee L
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Research and Innovative Technology Administration
TI  - Greenroads: A Sustainability Performance Metric for Roadway Design and Construction
PY  - 2009/12//Final Technical Report
SP  - 67p
AB  - Greenroads is a performance metric for quantifying sustainable practices associated with roadway design and construction. Sustainability is defined as having seven key components: ecology, equity, economy, extent, expectations, experience and exposure. By Greenroads standards, a sustainable roadway project is one that carefully and overtly integrates these components into the design and construction process to a substantially higher standard than current common practice. Greenroads Version 1.0 consists of 11 Project Requirements, 37 Voluntary Credits (worth 108 points) and up to 10 points worth of Custom Credits. Project-level sustainability performance can be assessed by meeting all Project Requirements and any number of Voluntary Credit points. Greenroads also sets “achievement levels” at different point values in order to provide recommended scoring levels. Greenroads is compatible with other existing systems that can and have been applied to roadways and can be adopted in a number of ways, however, the most likely are: (1) as an external standard, (2) as a project accounting standard, and (3) as a tool for competitive advantage for both private industry and public agencies.
KW  - Green infrastructure
KW  - Greenroads (Rating system)
KW  - Highway design
KW  - Metrics (Quantitative assessment)
KW  - Road construction
KW  - Sustainable development
UR  - http://www.wsdot.wa.gov/research/reports/fullreports/725.1.pdf
UR  - https://trid.trb.org/view/914430
ER  - 

TY  - RPRT
AN  - 01152694
AU  - Wang, Yinhai
AU  - Zhang, Guohui
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Federal Highway Administration
AU  - Office of the Secretary of Transportation
TI  - A Self-Adaptive Toll Rate Algorithm for High Occupancy Toll (HOT) Lane Operations
PY  - 2009/12//Final Technical Report
SP  - 85p
AB  - Dramatically increasing travel demands and insufficient traffic facility supplies have resulted in severe traffic congestion. High Occupancy Toll (HOT) lane operations have been proposed as one of the most applicable and cost-effective countermeasures against freeway congestion. By allowing Single Occupancy Vehicles (SOVs) to use High Occupancy Vehicle (HOV) lanes with a toll, excess capacities of HOV lanes can be utilized. Through balancing pricing and vehicle occupancy constraints, an HOT lane system can optimize traffic allocations between HOT and General Purpose (GP) lanes and hence enhance the overall infrastructure efficiency if a proper tolling strategy is employed. Although there exist several tolling strategies, two major problems with these tolling strategies may significantly degrade the HOT lane system performance. First, the under-sensitive tolling algorithm is incapable of handling the hysteresis properties of traffic systems and may cause severe response delays. Secondly, unfavorable flow fluctuation on both HOT and GP lanes may result from over-sensitive tolling strategies and generate agitating traffic operations. To address these problems, a new self-adaptive dynamic tolling algorithm is developed in this study to optimize HOT lane operations. To reduce the computational complexity, a second-order control scheme is exploited in this algorithm. Based on traffic speed conditions and toll changing patterns, the optimum flow ratio for HOT lane utilization is calculated using feedback control theory. Then the appropriate toll rate is estimated backward using the discrete route choice model. To examine the effectiveness of the proposed tolling algorithm, simulation experiments were conducted. A microscopic traffic simulation software tool, VISSIM, is utilized. The proposed algorithm is implemented and integrated with the VISSIM package through an external module specifically developed for this study. Data from the Washington State Route (SR) 167 HOT lane system is used to build and calibrate the simulation model. The simulation experiment results show that the proposed tolling algorithm is capable of responding to traffic changes promptly and effectively. It performed reasonably well in optimizing overall traffic operations of the HOT lane system under various traffic conditions. This algorithm is logically straightforward and not difficult to implement.
KW  - Algorithms
KW  - Congestion pricing
KW  - Dynamic tolls
KW  - Feedback control
KW  - High occupancy toll lanes
KW  - Highway operations
KW  - Microsimulation
KW  - Optimization
KW  - Traffic congestion
KW  - Vehicle occupancy
KW  - VISSIM (Computer model)
UR  - http://ntl.bts.gov/lib/32000/32200/32206/TNW2009-09.pdf
UR  - https://trid.trb.org/view/914401
ER  - 

TY  - RPRT
AN  - 01152692
AU  - Goodchild, Anne
AU  - Jessup, Eric
AU  - McCormack, Edward
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Office of the Secretary of Transportation
TI  - Requirements for a Washington State Freight Simulation Model
PY  - 2009/12//Final Technical Report
SP  - 49p
AB  - Washington State Department of Transportation (WSDOT) and TransNow have already allocated $190,000 to researchers at the University of Washington (UW) and the Washington State University (WSU) to explore the flow of goods through the transportation system, the dynamics of that flow in response to disruption, and the economic impact to the industries supported by that flow. This on-going research, which will develop a geographic information system (GIS)-based data flow network, will help increase our understanding of the sensitivity of economic productivity to infrastructure availability, laying the groundwork for reducing the sensitivity and improving the resilience of the transportation system. The requested TransNow funding will be linked to the WSU/UW research effort (and completed by the same team) and will develop specifications for a simulation-based methodology. The results from this project will assist WSDOT in determining the utility and feasibility of simulation tools for exploring freight system resiliency as well as assist in planning and engineering decisions. The project will develop the requirements for a simulation-based methodology that can be used to estimate the impacts of freight flows generated by different economic industry sectors on the transportation system within the State of Washington. The following issues will be addressed:  Estimated cost to build the model; Data requirements; Long-term maintenance of the model; Geographic scope of the model; and Model methodology.
KW  - Data flow
KW  - Economic impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Geographic information systems
KW  - Productivity
KW  - Simulation
KW  - Traffic disruption
KW  - Transportation infrastructure
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/32000/32200/32235/TNW2009-11.pdf
UR  - https://trid.trb.org/view/914399
ER  - 

TY  - RPRT
AN  - 01152691
AU  - Goodchild, Anne V
AU  - Pitera, Kelly
AU  - Albrecht, Susan
AU  - TransNow, Transportation Northwest
AU  - Washington State Department of Transportation
AU  - Office of the Secretary of Transportation
TI  - Pacific Northwest Logistics Patterns: The Port of Prince Rupert as a Successful National Gateway Strategy
PY  - 2009/12//Final Technical Report
SP  - 25p
AB  - The Port of Prince Rupert is developing a significant marine container terminal (2 million TEUs by 2012). This port will be the closest major port to Southeast Alaska, and co-located with the terminus, and only Canadian port of the Alaska Marine Highway System. Located in Northern British Columbia, the Port of Prince Rupert is the second largest deep-sea port on the West Coast of Canada. This port also offers up to 58 hours shorter transit time between North America and key ports in Asia compared to other West Coast ports. The Port of Prince Rupert also presents a completely new and untested model for port development. All other major North American ports are located in major urban centers with extensive inland transportation infrastructure. This is not the case for the Port of Prince Rupert, which opened for container business in September, 2007. The port’s rural location may be viewed as both an asset and vulnerability; an asset as there is less congestion, and a smaller population for any negative exposure, while vulnerabilities arise due to possible disruptions in transporting goods to and from the hinterland on the single-track rail line which is prone to landslides and flooding and the lack of any landside handling infrastructure such as warehouses or transloading facilities. This project will gather goods movement data on trade between Alaska, Washington and British Columbia from the Bureau of Transportation Statistics and PIERS database to develop a regional flow map. Qualitative interviews with shipping lines and major transportation providers at regional ports will also be completed (over the phone). The final report will document results and analysis from these tasks and provide a framework for future research concerning the role of rural ports, in particular those in northern locations.
KW  - Alaska
KW  - British Columbia
KW  - Container terminals
KW  - Data collection
KW  - Deepwater harbors
KW  - Freight traffic
KW  - International trade
KW  - Landside operations (Ports)
KW  - Logistics
KW  - Pacific Northwest
KW  - Port of Prince Rupert
KW  - Port operations
KW  - Rural areas
KW  - Washington (State)
UR  - http://ntl.bts.gov/lib/32000/32200/32234/TNW2009-10.pdf
UR  - https://trid.trb.org/view/914400
ER  - 

TY  - RPRT
AN  - 01152676
AU  - National Highway Traffic Safety Administration
TI  - Lives Saved FAQs
PY  - 2009/12
SP  - 18p
AB  - This report answers 30 questions which concern National Highway Traffic Safety Administration (NHTSA) statistics on lives saved in motor vehicle accidents and on the effectiveness of safety devices, including seat belts, child safety seats, air bags, and motorcycle helmets.
KW  - Air bags
KW  - Child restraint systems
KW  - Motor vehicle accidents
KW  - Motorcycle helmets
KW  - Seat belts
KW  - Statistics
KW  - U.S. National Highway Traffic Safety Administration
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811105.PDF
UR  - https://trid.trb.org/view/914388
ER  - 

TY  - RPRT
AN  - 01152674
AU  - Ye, Dan
AU  - Mukhopadhyay, Anal
AU  - Zollinger, Dan G
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Laboratory and Field Evaluation of Concrete Paving Curing Effectiveness
PY  - 2009/12//Technical Report
SP  - 196p
AB  - Ensuring that sufficient water is available in hydrating concrete is of great importance to produce durable concrete and achieve both short- and long-term performance of concrete pavement. Excessive early-age evaporation from the surface of concrete pavement often results in high porosity delaminated and low strength concrete. Application of curing compounds in concrete paving is widely used to minimize evaporation. However, the Texas Department of Transportation (TxDOT) standard specifications for pavement construction (Item 526) only defines the use of the membrane curing in terms of key characteristics such as percent solids, density, viscosity, color, and the application rate, but does not specify curing performance or limits on the rate of evaporation. This research utilized several techniques to evaluate curing effectiveness from both a moisture retention and physical properties standpoint, to develop a laboratory-based curing evaluation protocol that has application to the field. A series of tests were carried out to identify factors controlling curing quality under field conditions.
KW  - Concrete curing
KW  - Concrete pavements
KW  - Curing agents
KW  - Evaporation
KW  - Laboratory tests
KW  - Membrane curing
KW  - Paving
KW  - Quality control
KW  - Specifications
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-5106-3.pdf
UR  - https://trid.trb.org/view/914335
ER  - 

TY  - RPRT
AN  - 01150731
AU  - Cooner, Scott A
AU  - Walters, Carol H
AU  - Wiles, Poonam B
AU  - Rathod, Yatin K
AU  - University Transportation Center for Mobility
AU  - Research and Innovative Technology Administration
TI  - Freeway Bottleneck Removals: Workshop Enhancement and Technology
Transfer
PY  - 2009/12//Final Report
SP  - 46p
AB  - As transportation improvement projects become increasingly costly and complex and as funding sources are not keeping pace with needs in highly urbanized areas, it becomes critical that existing freeway systems be fine‐tuned to maximize capacity. One of the most cost‐effective solutions is implementation of lower‐cost improvements to improve mobility where bottlenecks occur during peak periods on freeways. This subject is gaining national attention, partly because bottleneck locations are highly visible; failure to fix them has political as well as congestion costs. The Federal Highway Administration (FHWA) is advancing on this front both in research and outreach efforts. This project enhanced and improved an existing Freeway Bottleneck Workshop by: (1) gathering further data on implemented bottleneck removals both in Texas and throughout the United States (U.S.) to add to the case study database; and (2) improving the communications aspect of the workshop through better graphics, video, and overall professional appearance. Four of the enhanced Freeway Bottleneck Workshops were presented to enthusiastic participants in Atlanta (Georgia), Austin, Houston, and San Antonio. Each half‐day workshop allowed participants from various disciplines (design, operations, and planning) and agencies (city, county, state, and federal) to learn about bottleneck identification, causes, low‐cost solutions, analysis and evaluation, case studies, and guidelines for successful projects. Workshop participants also had the opportunity to work in teams to analyze a real‐world freeway bottleneck and to discuss opportunities for bottleneck removal in their metropolitan area. The final component of the project developed a website and educational module for university students and professors that will continue the technology transfer component. The long‐term implications of this work are elevated awareness of the extremely high benefits relative to costs and development of professional capacity to recognize opportunities and to analyze and select appropriate measures for successful bottleneck removal projects.
KW  - Bottlenecks
KW  - Freeway operations
KW  - Highway capacity
KW  - Low cost
KW  - Technology transfer
KW  - Traffic congestion
KW  - Traffic flow
UR  - http://utcm.tamu.edu/publications/final_reports/Walters-Cooner_08-37-16.pdf
UR  - https://trid.trb.org/view/912656
ER  - 

TY  - RPRT
AN  - 01150716
AU  - Power, Gabriel
AU  - Burris, Mark
AU  - Vadali, Sharada
AU  - Vedenov, Dmitry
AU  - University Transportation Center for Mobility
AU  - Research and Innovative Technology Administration
TI  - Valuation of Buyout Options in Comprehensive Development Agreements
PY  - 2009/12//Final Report
SP  - 34p
AB  - This project investigates the feasibility of and develops an economic valuation model for buyout options in Comprehensive Development Agreements (CDAs). A CDA is a form of public-private partnership in which the right to price and collect revenues from toll roads is leased to a private entity for a finite but lengthy period of time in exchange for providing local and state governments with a quick influx of cash and/or additional infrastructure. Uncertainty associated with such long-term leases is of substantial public concern. In particular, there is a sentiment that the state and/or municipal governments may not be sufficiently compensated for the forfeited development opportunities and the possibility of lost revenue due to higher-than-expected future growth during the lifetime of the lease. An under-studied aspect of the problem is the feasibility and economic value of an option for the government to buy back the leased infrastructure at a future date prior to lease expiration. Such an option would give the public sector additional control over the future use of leased facilities and address potential concerns regarding long-run uncertainty and possible unforeseen windfalls for the private sector. The developed buyout option valuation model can aid transportation policymakers in decisions on leasing public infrastructure. Project deliverables include: feasibility assessment of buyout options, an economic valuation model for buyout option in a CDA, and identification of methods, data, and parameters required to apply the model to evaluation of buyout options in actual (planned or existing) CDAs.
KW  - Comprehensive development agreement
KW  - Economic models
KW  - Infrastructure
KW  - Leasing
KW  - Leveraged buyouts
KW  - Public private partnerships
KW  - Valuation
UR  - http://utcm.tamu.edu/publications/final_reports/Power_08-04-12.pdf
UR  - https://trid.trb.org/view/912586
ER  - 

TY  - RPRT
AN  - 01148601
AU  - Department of Transportation
TI  - DOT’s Implementation of the American Recovery and Reinvestment Act: Continued Management Attention Is Needed To Address Oversight Vulnerabilities
PY  - 2009/11/30
SP  - 59p
AB  - This report presents the results of an assessment of the Department of Transportation’s (DOT) implementation of the American Recovery and Reinvestment Act (ARRA) of 2009, which designated over $48 billion for new and existing DOT programs. Both the President and Congress have emphasized the need for full accountability, efficiency, and transparency in the allocation and expenditure of ARRA funds and recognized the importance of the accountability community in accomplishing these objectives. The Office of Inspector General’s (OIG) role is to assist DOT officials in their efforts to implement ARRA by identifying areas that need strengthening and making recommendations for program improvements. ARRA has now been in effect for over 9 months and the Department’s obligation deadlines to date have been met. For this report, OIG's  objective was to identify vulnerabilities that could impede DOT’s ability to (1) provide effective oversight to ARRA-funded projects and (2) meet new requirements mandated by ARRA and the Office of Management and Budget (OMB). OIG's agency scans showed that DOT took unprecedented steps to enhance oversight and create new programs in a short period. For example, FHWA developed national review teams to help oversee the $27.5 billion it received in ARRA funding and ensure a consistent approach to conducting compliance reviews across its 52 Division Offices, although it is too early to measure their effectiveness. Further, the Office of the Secretary of Transportation (OST) developed an agencywide program to identify key risks in effectively implementing ARRA and develop strategies to mitigate risks. While proactive steps like these laid the groundwork for addressing its significant oversight challenges, DOT faces vulnerabilities that could inhibit its ability to meet ARRA’s goals and requirements going forward. Specifically, OIG's agency scans identified two types of vulnerabilities:  (1) those that require action to mitigate a documented risk or tasks that should be finalized as soon as possible and (2) those that, because of their complexity, size, or scope, require a sustained focus, although no deficiencies may be evident now.
KW  - American Recovery and Reinvestment Act of 2009
KW  - Financing
KW  - Grant aid
KW  - Management
KW  - Oversight
KW  - Plan implementation
KW  - Risk assessment
KW  - U.S. Department of Transportation
UR  - http://www.oig.dot.gov/sites/dot/files/Phase2_11.30.09_w508.pdf
UR  - https://trid.trb.org/view/908185
ER  - 

TY  - RPRT
AN  - 01149524
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) Heavy Truck Platform Field Operational Test Data Analysis Plan
PY  - 2009/11/23
SP  - 91p
AB  - This document presents the University of Michigan Transportation Research Institute’s plan to perform analysis of data collected from the heavy truck 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 heavy truck platform in the IVBSS FOT includes three integrated crash-warning subsystems (forward crash, lateral drift, and lane-change/merge crash warnings) installed into a fleet of ten Class 8 tractors operated by Con-way Freight. Each truck is instrumented to capture detailed data regarding the driving environment, driver behavior, warning system activity, and vehicle kinematics. Twenty commercial truck drivers from Con-way Freight are operating the Class 8 tractors for ten months in place of the trucks they normally drive. 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, examine how the integrated system affects driver behavior, and assess driver acceptance for the integrated system. The analyses are intended to be complementary to analyses being performed by the program’s independent evaluator, the Volpe National Transportation Systems Center.
KW  - Countermeasures
KW  - Crash avoidance systems
KW  - Heavy duty trucks
KW  - Integrated vehicle-based safety systems
KW  - Intelligent vehicles
KW  - Warning systems
UR  - http://deepblue.lib.umich.edu/bitstream/2027.42/64453/1/102427.pdf
UR  - https://trid.trb.org/view/908712
ER  - 

TY  - ABST
AN  - 01461829
TI  - Legal Aspects of Airport Programs. Topic 3-04. Airport Rates and Charges: Law and Policy
AB  - No summary provided.
KW  - Airport operations
KW  - Aviation law
KW  - Laws
KW  - Legal factors
KW  - Policy making
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2875
UR  - https://trid.trb.org/view/1230049
ER  - 

TY  - RPRT
AN  - 01159897
AU  - Turnbull, Katie
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement: Surveys, Interviews, and Focus Groups Test Plan
PY  - 2009/11/19
SP  - 122p
AB  - This report presents the test plan for developing, conducting, and analyzing surveys, interviews, and focus groups for evaluating the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. Surveys, interviews, and focus groups will be used to identify the potential impacts of the UPA projects, especially on mode change in the I-35W corridor. This report outlines the anticipated surveys, interviews, and focus groups to be conducted to assist in evaluating the Minnesota UPA projects. Information on the stakeholder interviews, MnPASS user surveys, carpooler surveys, telecommuter surveys, on-board ridership surveys, focus groups on the real-time transit and traffic information dynamic message signs, interviews of special groups, and other activities is presented. The purpose and approach, participant recruitment protocol, preliminary questions, analysis methods, and schedule and responsibilities are discussed for the various surveys, interviews, and focus groups.
KW  - Congestion pricing
KW  - Focus groups
KW  - Interviewing
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Surveys
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32527/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32527/surveyupa.pdf
UR  - https://trid.trb.org/view/920367
ER  - 

TY  - RPRT
AN  - 01159889
AU  - Shao, Gang
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Cost Benefit Analysis Test Plan
PY  - 2009/11/19
SP  - 30p
AB  - This report presents the cost benefit analysis test plan for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. The test plan is based on the analysis presented in the Minnesota UPA National Evaluation Plan. The test plan identifies the data needed to conduct the cost benefit analysis of the Minnesota UPA projects. The data sources and the data availability are discussed. Potential risks associated with the data collection and analysis are discussed. The cost benefit analysis methodology is presented, along with the schedule and responsibilities.
KW  - Benefit cost analysis
KW  - Congestion pricing
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32529/costupa.pdf
UR  - http://ntl.bts.gov/lib/32000/32500/32529/index.htm
UR  - https://trid.trb.org/view/920365
ER  - 

TY  - RPRT
AN  - 01159888
AU  - Turnbull, Katie
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement: Exogenous Factors Test Plan
PY  - 2009/11/19
SP  - 36p
AB  - This report presents the exogenous factors test plan for the national evaluation of the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. As outlined in the Minnesota UPA National Evaluation Plan, the exogenous factors test plan will be used to monitor elements unrelated to the Minnesota UPA projects that may influence travel in the I-35W corridor, use of the UPA projects, changes in travel modes, and use of telecommuting and alternative work arrangements. These factors include unemployment rates, gasoline prices, parking rates in downtown Minneapolis, parking rates at the University of Minnesota, roadway construction, non-typical weather conditions, major traffic incidents, and major special events. The use of control corridors is also discussed. This report presents the data sources for obtaining information on these elements, the availability of the data, and potential risks associated with data collection activities. The data analysis techniques and the schedule and responsibilities are also described.
KW  - Congestion pricing
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32530/exogenousupa.pdf
UR  - http://ntl.bts.gov/lib/32000/32500/32530/index.htm
UR  - https://trid.trb.org/view/920364
ER  - 

TY  - RPRT
AN  - 01146772
AU  - ICF International
AU  - Federal Railroad Administration
TI  - Comparative Evaluation of Rail and Truck Fuel Efficiency on Competitive Corridors
PY  - 2009/11/19/Final Report
SP  - 156p
AB  - This study provides a comparative evaluation of rail and truck fuel efficiency on corridors and services in which both modes compete. For the purposes of this study, competitive movements are defined as those of the same commodity having the same (or proximate) origin and destination (O-D) pairs. This study also provides an analysis of past and future trends of rail and truck fuel efficiency.
KW  - Alternatives analysis
KW  - Freight transportation
KW  - Fuel consumption
KW  - Fuel efficiency
KW  - Railroad trains
KW  - Trend (Statistics)
KW  - Trucks
UR  - http://www.ontrackamerica.org/resource/comparative-evaluation-rail-and-truck-fuel-efficiency-competitive-corridors
UR  - http://ntl.bts.gov/lib/31000/31800/31897/Comparative_Evaluation_Rail_Truck_Fuel_Efficiency.pdf
UR  - https://trid.trb.org/view/906938
ER  - 

TY  - RPRT
AN  - 01159898
AU  - Balke, Kevin
AU  - Turnbull, Katie
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Traffic System Data Test Plan
PY  - 2009/11/17
SP  - 42p
AB  - This report presents the traffic system data test plan for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. The test plan builds on the Minnesota UPA National Evaluation Plan. The traffic system data test plan identifies the traffic data needed to analyze the congestion reduction impacts of the Minnesota UPA projects. The data sources, data availability, potential risks, data analysis methods, and schedules and responsibilities are described.
KW  - Congestion pricing
KW  - Evaluation
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic data
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32524/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32524/trafficupa.pdf
UR  - https://trid.trb.org/view/920378
ER  - 

TY  - RPRT
AN  - 01159895
AU  - Gopalakrishna, Deepak
AU  - Turnbull, Katie
AU  - Schreffler, Eric
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Telecommuting Test Plan
PY  - 2009/11/17
SP  - 30p
AB  - This report presents the telecommuting test plan for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. The test plan builds on the Minnesota UPA National Evaluation Plan. This test plan identifies the data needed to analyze the telecommuting hypotheses and questions. The data sources and the data available are discussed and the potential risks associated with telecommuting data collection and analysis activities are discussed. The methods for analyzing the telecommuting data are presented, along with the schedule and responsibilities.
KW  - Congestion pricing
KW  - Evaluation
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32526/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32526/telecommutingupa.pdf
UR  - https://trid.trb.org/view/920371
ER  - 

TY  - RPRT
AN  - 01159894
AU  - Turnbull, Katie
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Content Analysis Test Plan
PY  - 2009/11/17
SP  - 28p
AB  - This report presents the content analysis test plan for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. As outlined in the Minnesota UPA National Evaluation Plan, the content analysis test plan focuses on collecting and analyzing information on outreach activities, media coverage, and reactions of the public, policy makers, and other groups to the UPA projects. The information from the content analysis test plan is used primarily in the non-technical success factors analysis of the Minnesota UPA National Evaluation Plan. This report presents the data sources for obtaining information on the reactions of the various groups to the UPA projects, as well as the outreach activities conducted by the partnership agencies and media coverage of the projects. The availability of needed data, possible risks associated with data collection, data analysis techniques, and the schedule and resources are described.
KW  - Congestion pricing
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32531/contentupa.pdf
UR  - http://ntl.bts.gov/lib/32000/32500/32531/index.htm
UR  - https://trid.trb.org/view/920363
ER  - 

TY  - RPRT
AN  - 01159893
AU  - Turnbull, Katie
AU  - Cain, Alasdair
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Transit System Data Test Plan
PY  - 2009/11/17
SP  - 40p
AB  - This report presents the test plan for collecting and analyzing transit system data for the Minnesota Urban Partnership Agreement (UPA) National Evaluation under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. This test plan is based on the Minnesota UPA National Evaluation Plan. It presents the sources for obtaining the data needed to evaluate the impacts of the Minnesota UPA transit projects, the data availability, and the risks associated with collecting and analyzing the data. The data analysis techniques are described and the schedule and responsibilities are presented.
KW  - Congestion pricing
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32523/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32523/transitupa.pdf
UR  - https://trid.trb.org/view/920386
ER  - 

TY  - RPRT
AN  - 01159890
AU  - Turnbull, Katie
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Tolling Test Plan
PY  - 2009/11/17
SP  - 30p
AB  - This report presents the test plan for collecting and analyzing toll data for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. The tolling projects in the Minnesota UPA include HOT lanes and a priced dynamic shoulder lane (PDSL) on I-35W South. The Tolling test plan is based on the Minnesota UPA National Evaluation. This test plan describes the tolling data sources, data availability, and possible risks associated with the data. The methods for analyzing the toll data are discussed. The schedule and responsibilities for collecting, analyzing, and reporting the toll analysis are presented.
KW  - Congestion pricing
KW  - Evaluation
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32525/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32525/tollingupa.pdf
UR  - https://trid.trb.org/view/920385
ER  - 

TY  - RPRT
AN  - 01159887
AU  - Turnbull, Katie
AU  - Balke, Kevin
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Minnesota Urban Partnership Agreement National Evaluation: Safety Data Test Plan
PY  - 2009/11/17
SP  - 30p
AB  - This report provides the safety data test plan for the Minnesota Urban Partnership Agreement (UPA) under the United States Department of Transportation (U.S. DOT) UPA Program. The Minnesota UPA projects focus on reducing congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. As outlined in the Minnesota National Evaluation Plan, the safety data test plan focuses on collecting and analyzing safety related data on the Minnesota UPA projects. The information from the safety data test plan will be used primarily in the safety analysis and the cost benefit analysis. This report presents the safety data sources, data availability, and potential risks associated with the data collection and analysis activities. The data analysis techniques, along with the schedule and responsibilities are also presented.
KW  - Congestion pricing
KW  - Crash data
KW  - Highway safety
KW  - Incident management
KW  - Minnesota
KW  - Partnerships
KW  - Public transit
KW  - Technology
KW  - Telecommuting
KW  - Toll roads
KW  - Traffic mitigation
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/32000/32500/32528/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32528/safetyupa.pdf
UR  - https://trid.trb.org/view/920382
ER  - 

TY  - ABST
AN  - 01465303
TI  - Trajectory Based Operations - Aircraft Arrival Mgt Sys (AAMS) / Enroute (PiS Metering)
AB  - Traffic Management Advisor (TMA) is a vital part of the National Airspace System (NAS) and enhances air traffic operations, by reducing delays and increasing efficiency of airline operations. Current TMA functionality, known as TMA - Segment I, is in daily use throughout the NAS. Sustaining the existing TMA system beyond April 2009 is necessary to encourage continued use of TMA data by the airlines. Expediting Enhancement of the existing TMA to create Time Based Flow Management (TBFM) - Segment II (TMA with mid-term NextGen enhancements), is necessary to support the end-state portfolio of NextGen enhancements, known as Integrated Enterprise Solution (IES) - Segment III.
KW  - Air traffic control
KW  - Airport operations
KW  - Arrival time
KW  - Delays
KW  - Flight trajectories
KW  - Next Generation Air Transportation System
UR  - https://trid.trb.org/view/1233536
ER  - 

TY  - RPRT
AN  - 01473063
AU  - Leonard, Blaine D
AU  - Stevens, David K
AU  - Utah Department of Transportation
AU  - Federal Highway Administration
TI  - Annual UTRAC Workshop on Transportation Research Needs: 2009 Proceedings
PY  - 2009/11/15
SP  - 236p
AB  - An annual workshop (known as the UTRAC Workshop) was held on April 7, 2009 to discuss and prioritize the research needs of the Utah Department of Transportation (UDOT) in preparation for the 2010 fiscal year. Participants included UDOT managers and employees, Federal Highway Administration (FHWA) staff, individuals from other government agencies, researchers from local universities, consultants, contractors, and other interested parties. Problem Statements, describing research needs of the Department, were submitted prior to the workshop and then evaluated, modified, and prioritized by working groups at the workshop. This document describes the UDOT research prioritization process, the UTRAC Workshop, and the resultant list of prioritized Problem Statements. The UTRAC Workshop included a plenary session, with a keynote address by Dr. Rollin Hotchkiss, Professor of Civil and Environmental Engineering at Brigham Young University, an update on the status of various ongoing research projects, and the presentation of the Trailblazer Award to Ralph L. Wadsworth Construction Company representatives Ralph Wadsworth, founder, and Kip Wadsworth, President and CEO, as well as Guy Wadsworth, president of Wadsworth Brothers Construction, for their valued contributions to UDOT’s efforts in Accelerated Bridge Construction. Much of the workshop was devoted to the evaluation of Problem Statements by groups organized by topic area. The ten topic area groups were: Construction, Maintenance, Materials and Pavements, Environmental, Planning and Asset Management, Traffic Management and Safety, Geotechnical, Structural, Hydraulics, and the newly created Engineering Technology. Each group used a voting process to determine the most important research needs in their discipline, in ranked order. A total of 68 unique Problem Statements were considered, and 42 statements were prioritized. Of those statements, 13 have been listed for potential funding by the Research Division. The workshop was held at the Larry H. Miller Campus of the Salt Lake Community College. A total of 144 people participated.
KW  - Asset management
KW  - Construction
KW  - Environmental impacts
KW  - Maintenance
KW  - Materials
KW  - Pavements
KW  - Research problem statements
KW  - Strategic planning
KW  - Traffic control
KW  - Traffic safety
KW  - Utah Department of Transportation
UR  - http://utah.ptfs.com/awweb/awarchive?type=file&item=31716
UR  - https://trid.trb.org/view/1243774
ER  - 

TY  - ABST
AN  - 01462083
TI  - Economic and Transportation Drivers for Siting Freight Intermodal and Warehouse Distribution Facilities
AB  - Public officials at the state and local level are frequently called on to consider the siting of freight intermodal terminals, inland ports, and warehouses and distribution centers. The public sector audience includes agencies such as state departments of commerce and transportation, MPOs, local officials, economic development organizations, and planning offices. Decisions to pursue these facilities as economic development generators as a supporting function for current and future businesses or in response to outside proposals have a greater potential for success when the public sector understands the private sector financial and transportation drivers. A limited understanding of these critical site-selection drivers can lead public officials to expend time and resources on flawed strategies to attract facilities and incorrectly react to facility proposals. For instance, they may not understand the differences between international and domestic freight markets in the supply chain, the various functions they provide, or their respective support requirements. This can ultimately lead to inefficient transportation systems and failed economic development strategies. To formulate effective economic development strategies and react appropriately to proposals for the development of public or private freight facilities, public sector decisionmakers should have the benefit of a better understanding of these drivers and impacts. OBJECTIVE The objective of this research is to develop a guide that (1) informs public sector freight policy and decision makers about the key criteria that the private sector considers when siting logistics facilities, (2) informs the public sector about the complexity of the various facility types and the role they play in goods movement and supply chain management, and (3) enhances the potential for successful projects.
KW  - Distribution support businesses
KW  - Freight traffic
KW  - Freight transportation
KW  - Freight transportation support businesses
KW  - Intermodal terminals
KW  - Intermodal transportation
KW  - Metropolitan planning organizations
KW  - Policy making
KW  - Research projects
KW  - Warehouses
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2665
UR  - https://trid.trb.org/view/1230303
ER  - 

TY  - RPRT
AN  - 01345772
AU  - Wang, Jay
AU  - Verma, Neha
AU  - Steward, Eric
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Estimating Setup of Piles Driven into Louisiana Clayey Soils
PY  - 2009/11/15/Final Report
SP  - 172p
AB  - Two types of mathematical models for pile setup prediction, the Skov-Denver model and the newly developed rate-based model, have been established from all the dynamic and static testing data, including restrikes of the production piles, restrikes, static, and statnamic tests of the test piles at the LA-1 relocation project. Pile testing data from other sites, such as Mo-Pac- Railroad Overpass, Bayou Liberty, and Calcasieu River etc., have been used for model verification. Twenty-one out of the 115 restrike records of the production piles and three load testing records from the nine tested piles were obtained at or longer than two weeks after pile installation. The conventional Skov-Denver model is achieved with the setup parameter A equal to 0.57, and the normalized ultimate shaft capacity from the rate-based model is 1.846 on the basis of the entire restrike and load testing data. Based on the rate-based model with limited amount of long-term production pile restrike data, it is predicted that the ultimate shaft capacities of the piles were about twice the measured shaft capacities at the 24-hour restrike. In general, the piles at the LA-1 relocation project reaches about 90~95 percent of the ultimate shaft capacities within two weeks after installation. Preliminary verification and prediction work has indicated that capacities of those piles at two-week or longer-time restrike or load testing were mostly under predicted if the entire database was used for the model prediction. The setup parameter and the normalized ultimate shaft capacity have turned to 0.65 and 1.985, respectively. Selected piles with restrike or load testing at or more than 200 hours after the end of driving have given the setup parameter of 0.65 and the normalized ultimate shaft capacity of 1.985. Predictions with the new rate-based model are improved. It demonstrates that long-term restrike or long-waiting load testing data have a profound and critically important role in improving reliability and accuracy of the prediction models. An empirical relationship, between the measured pile capacity at 24-hour restrike and the calculated pile capacity based on the Cone Penetration Test (CPT) log, has been established. It will make pile setup prediction operable without the 24-hour restrike data. As the last portion of the research project, a simple Load and Resistance Factor Design (LRFD) calibration of pile setup has been performed. Resistance factors have been achieved corresponding to different target reliability indices and dead load to live load ratios.
KW  - Clay soils
KW  - Load and resistance factor design
KW  - Load tests
KW  - Louisiana
KW  - Mathematical models
KW  - Pile driving
KW  - Pile setup
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_463_web.pdf
UR  - https://trid.trb.org/view/1107366
ER  - 

TY  - RPRT
AN  - 01343472
AU  - Wang, Jay
AU  - Verma, Neha
AU  - Steward, Eric
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Estimating Setup of Driven Piles into Louisiana Clayey Soils
PY  - 2009/11/15/Final Report
SP  - 176p
AB  - Two types of mathematical models for pile setup prediction, the Skov-Denver model and the newly developed rate-based model, have been established from all the dynamic and static testing data, including restrikes of the production piles, restrikes, static, and statnamic tests of the test piles at the LA-1 relocation project. Pile testing data from other sites, such as Mo-Pac Railroad Overpass, Bayou Liberty, and Calcasieu River etc., have been used for model verification. Twenty-one out of the 115 restrike records of the production piles and three load testing records from the nine tested piles were obtained at or longer than two weeks after pile installation. The conventional Skov-Denver model is achieved with the setup parameter A equal to 0.57, and the normalized ultimate shaft capacity from the rate-based model is 1.846 on the basis of the entire restrike and load testing data. Based on the rate-based model with limited amount of long-term production pile restrike data, it is predicted that the ultimate shaft capacities of the piles were about twice the measured shaft capacities at the 24-hour restrike. In general, the piles at the LA-1 relocation project reached about 90~95 percent of their ultimate shaft capacities within two weeks after installation. Preliminary verification and prediction work has indicated that capacities of those piles at two-week or longer-time restrike or load testing were mostly under predicted if the entire database was used for the model prediction. The setup parameter and the normalized ultimate shaft capacity have turned to 0.65 and 1.985, respectively. Selected piles with restrike or load testing at or more than 200 hours after the end of driving have given the setup parameter of 0.65 and the normalized ultimate shaft capacity of 1.985. Predictions with the new rate-based model are improved. It demonstrates that long-term restrike or long-waiting load testing data have a profound and critically important role in improving reliability and accuracy of the prediction models. An empirical relationship, between the measured pile capacity at 24-hour restrike and the calculated pile capacity based on the Cone Penetration Test (CPT) log, has been established. It will make pile setup prediction operable without the 24-hour restrike data. As the last portion of the research project, a simple Load and Resistance Factor Design (LRFD) calibration of pile setup has been performed. Resistance factors have been achieved corresponding to different target reliability indices and dead load to live load ratios.
KW  - Bearing capacity
KW  - Clay soils
KW  - Cone penetrometers
KW  - Driven piles
KW  - Load and resistance factor design
KW  - Louisiana
KW  - Mathematical models
KW  - Mathematical prediction
KW  - Pile bearing capacity
KW  - Pile setup
KW  - Piles (Supports)
UR  - http://www.ltrc.lsu.edu/pdf/2011/fr_463_web.pdf
UR  - https://trid.trb.org/view/1105451
ER  - 

TY  - RPRT
AN  - 01159764
AU  - Zimmerman, Carol
AU  - Gopalakrishna, Deepak
AU  - Battelle
AU  - Research and Innovative Technology Administration
AU  - Federal Transit Administration
TI  - United We Ride (UWR)/Mobility Services for All Americans (MSAA)
Enhanced Human Service Transportation Models Joint
Demonstration:
Phase 1 – System Planning and Design
Institutional Process Evaluation: Final Report
PY  - 2009/11/15/Final Report
SP  - 61p
AB  - This document presents the findings of the evaluation of the process used by eight project sites to develop a design for a Travel Management Coordination Center (TMCC) for improved coordination of human service transportation within a region. The TMCC project was funded by U.S. DOT as part of the Mobility Services for All Americans (MSAA) initiative. The process evaluation examined how the sites went about the design activity, the challenges they faced and how they solved them. Findings are discussed in four major areas – project management, stakeholder collaboration, technology issues, and Federal role in the design phase. In each area, lessons learned from the sites are presented along with best practices identified by sites. All eight sites submitted complete TMCC designs with seven of the eight sites submitting a proposal for the implementation phase.
KW  - Door to door service
KW  - Jitney service
KW  - Mobility
KW  - Passenger service
KW  - Rural transit
KW  - Social service agencies
KW  - Systems analysis
KW  - Travel Management Coordination Center
UR  - http://ntl.bts.gov/lib/32000/32200/32230/14504.htm
UR  - http://ntl.bts.gov/lib/32000/32200/32230/14504_files/14504.pdf
UR  - https://trid.trb.org/view/920308
ER  - 

TY  - ABST
AN  - 01461833
TI  - Development of Maintenance Training Module for Bus Transit Technicians
AB  - This project will develop and test an electrical/electronics training module for transit bus maintenance technicians, to be delivered on-line. CDX Global will adapt and modify its current multimedia content, which currently targets automotive technicians, specifically for transit bus maintenance technicians. This project will provide a model for the application of web-based training and testing both entry level and experienced bus maintenance technicians in modern electrical/electronic systems in transit buses. The objective will be to improve the level of transit technician training. This will be particularly valuable for transit agencies that don't have the resources to deliver such training. The focus on electrical/electronic subjects addresses an area of rapid technological change where significant training is required by new entrants and also by practicing technicians in transit agencies.
KW  - Bus transit
KW  - Buses
KW  - Electronic materials
KW  - Maintenance
KW  - Public transit
KW  - Research projects
KW  - Technicians
KW  - Training
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2860
UR  - https://trid.trb.org/view/1230053
ER  - 

TY  - RPRT
AN  - 01159359
AU  - ICF International
AU  - Federal Highway Administration
TI  - Highways and Climate Change: Review and Assessment of State Climate Action Plans
PY  - 2009/11/13
SP  - n.p.
AB  - ICF International reviewed progress on climate action plans in all 50 states. For this exercise, ICF defined a climate action plan (CAP) as a statewide document that presents distinct strategies to reduce greenhouse gas (GHG) emissions from multiple sectors. ICF extracted from these plans: (1) State GHG emission forecasts (total GHG emissions, transportation sector emissions, and on-road emissions); and (2) Transportation emission reduction strategies and their estimated emission reductions. All of the information gathered is provided in a separate Excel workbook. This report provides a basic summary and analysis of the data gathered on transportation emission reduction strategies. It also assesses the level of certainty in estimates of strategies' impacts on GHG emissions.
KW  - Action plans
KW  - Air quality management
KW  - Climate change
KW  - Emissions reduction
KW  - Evaluation and assessment
KW  - Forecasting
KW  - Greenhouse gases
KW  - States
KW  - Strategic planning
UR  - http://www.fhwa.dot.gov/hep/climate/action_plan/index.htm
UR  - https://trid.trb.org/view/919903
ER  - 

TY  - ABST
AN  - 01576000
TI  - Making Driving Simulators More Useful for Behavioral Research

AB  - Conduct experiments across multiple high-fidelity driving simulators (with partners) and compare outcomes to existing field data and to each other. The goal is to then develop a set of mathematical transformations that will allow scientists and engineers to better predict the behavior of drivers in real environments based on the results of experiments conducted in driving simulators.

KW  - Behavior
KW  - Data analysis
KW  - Drivers
KW  - Driving simulators
KW  - Field studies
KW  - Mathematical analysis
KW  - Virtual reality
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-09-0067
UR  - https://trid.trb.org/view/1369400
ER  - 

TY  - RPRT
AN  - 01149538
AU  - National Highway Traffic Safety Administration
TI  - State EMS System Pandemic Influence Preparedness: A Report of the FICEMS
PY  - 2009/11/12
SP  - 20p
AB  - The Federal Interagency Committee on Emergency Medical Services (FICEMS) was created by the Secretaries of Transportation, Health and Human Services and Homeland Security to increase coordination among federal agencies involved with tribal, local, regional or state 9-1-1- and emergency medical services.  This report discusses a study of the adequacy of state integration of EMS and 9-1-1- systems into pandemic influenza preparedness.  The report hopes to better the coordination among the states and its member agencies, of EMS system pandemic influenza preparedness.  The report describes assessment methods and results, and analyzes the gaps in planning for a pandemic influenza crisis.  It also presents strategies for closing the gaps, and improving coordination and disaster preparedness for pandemic influenza.
KW  - 911 Emergency Telephone System
KW  - Coordination
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Emergency medical services
KW  - Federal Interagency Committee on Emergency Medical Services
KW  - Interagency relations
KW  - Pandemic influenza
KW  - Public health
KW  - States
UR  - http://www.ems.gov/pdf/State_EMS_System_Pandemic_Influenza_Preparedness.pdf
UR  - https://trid.trb.org/view/911474
ER  - 

TY  - ABST
AN  - 01462103
TI  - Guidebook for Developing Sub-National Commodity Flow Data
AB  - Commodity flow data is a critical resource for conducting transportation planning at state, regional, and local jurisdictional levels and in corridors (collectively called sub-national levels). Commodity flow data is used to understand which industries generate the most demand on the transportation system. It also provides a key link between economic trade relationships and freight demand and is used in modal diversion studies. This data also is a key input to multimodal trade corridor studies and air quality assessments. Currently, there are a number of useful commodity flow data sources at the national level that are of limited application to sub-national planning because they lack the appropriate geographic detail for flow origins and destinations. National level commodity flow data sources cannot easily be used to identify available data sets for sub-national use. State departments of transportation (DOTs) and other sub-national agencies need a variety of tools to help them tailor existing commodity flow data for their specific needs and to develop additional sources of data. First, they need resources and guidance for making the best use of generally available national data sources. Second, they need guidance and resources that help identify commonly available local data sets with which to enhance commodity flow data. Lastly, they need guidance for conducting their own shipper and carrier surveys to conduct local, regional, statewide, or corridor commodity flow surveys. The objective of this research is to provide state DOTs and other sub-national agencies with a guidebook for obtaining and compiling commodity flow data useful for their analyses. The guidebook will include (a) descriptions of existing public and private commodity flow data; (b) standard procedures for compiling local, state, regional, and corridor commodity flow databases from these data resources; (c) new and effective procedures and methodologies for conducting sub-national commodity flow surveys and studies; and (d) methods to use commodity flow data in local, regional, state, or corridor practice.
KW  - Commodity flow
KW  - Freight traffic
KW  - Freight transportation
KW  - Handbooks
KW  - Regional planning
KW  - Regional transportation
KW  - Research projects
KW  - State departments of transportation
KW  - Traffic data
KW  - Transportation planning
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2663
UR  - https://trid.trb.org/view/1230324
ER  - 

TY  - ABST
AN  - 01464125
TI  - Research for AASHTO Standing Committee on Highways, Task 276. Development of Guidelines for Rehabilitation of Existing Highway and Rail Transit Tunnels
AB  - Existing highway and rail transit tunnels are gradually becoming functionally obsolete and structurally deficient. These structures cause safety concerns. Older tunnels need frequent inspections, higher levels of maintenance, and rehabilitation. There is limited experience in the State Departments of Transportation and other tunnel authorities with respect to rehabilitation of existing tunnels. For these issues, most agencies rely on assistance from bridge engineers or consultants specializing in tunnels. Rock bolting, grouting, Shotcrete and other techniques have often been used in tunnel rehabilitation. Other techniques have been used to improve tunnel safety by increasing vertical and horizontal clearances, drainage, extending tunnel portals for rock fall mitigation, tunnel illumination and ventilation. Section 12 of the AASHTO LRFD Bridge Design Specifications addresses Buried Structures, but very little guidance is provided for tunnel rehabilitation. Additional guidance must be developed in a separate stand-alone document on rehabilitation of existing tunnels. Our nation's tunnels are aging, and the increasing traffic volumes and environmental deterioration they experience results in a reduction in their service lives. Guidance should be provided to the engineer to provide cost-effective preventive rehabilitation strategies to preserve existing tunnel structures. Advancements in our knowledge of materials, details, components, structures, and an increased array of construction materials and methods, make it an opportune time to develop solutions to extend the service life and preventing premature deterioration of existing tunnel structures. This problem statement supports "Extending Service Life" and "Optimizing Structural Systems", as noted in the 2005 version of the AASHTO Grand Challenges for strategic planning. The objective of the proposed research is to develop guidelines for rehabilitation of existing highway and rail transit tunnels. The research focuses on structural aspects of tunnel rehabilitation, drainage, leaking, and safety.
KW  - AASHTO LRFD Bridge Design Specifications
KW  - Aging (Materials)
KW  - Aging infrastructure
KW  - Bridge design
KW  - Grouting
KW  - Guidelines
KW  - Railroad tunnels
KW  - Rehabilitation (Maintenance)
KW  - Research projects
KW  - Rock bolting
KW  - Shotcrete
KW  - Tunnels
KW  - Vehicular tunnels
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2756
UR  - https://trid.trb.org/view/1232353
ER  - 

TY  - ABST
AN  - 01464076
TI  - Research for the AASHTO Standing Committee on the Environment. Task 66. Best Practices and Lessons Learned on the Preservation and Rehabilitation of Historic Bridges
AB  - In 2008, the Center for Environmental Excellence by the American Association of State Highway and Transportation Officials (AASHTO) established a web-based Historic Bridge Preservation Community of Practice (CoP). The CoP provides an on-line forum for invited participants to identify and discuss emerging needs and issues associated with the identification, evaluation, and management of our nation's historic bridges. Individuals invited to join the Historic Bridges CoP include bridge engineers from the public and private sectors and academia; and historic preservation professionals, from the public and private sector. The goal is to have an interdisciplinary group of professionals so multiple view points and experiences can guide the CoP's efforts. The goals of this NCHRP 25-25 research study are the compilation and dissemination of best practices and lessons learned. This study can also serve as a follow-up to NCRHP 25-25, Task 19.
KW  - Best practices
KW  - Bridge maintenance
KW  - Community of practice
KW  - Historic bridges
KW  - Historic preservation
KW  - Lessons learned
KW  - Rehabilitation (Maintenance)
KW  - Research projects
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2849
UR  - https://trid.trb.org/view/1232304
ER  - 

TY  - ABST
AN  - 01464075
TI  - Research for the AASHTO Standing Committee on the Environment. Task 67. Optimizing Conservation and Improving Mitigation Cost/Benefit
AB  - The process of optimizing benefits involves directing resources to the highest ecological needs, as determined by species or ecosystem recovery plans, ecoregion conservation plans, watershed restoration plans, green infrastructure, or State Wildlife Action Plans. However, departments of transportation (DOTs) have struggled with the reality that only 20 or so SWAPs are really "actionable", expressed with geospatially mapped priorities. DOTs and resource agencies report that recovery plans for regulated species have been developed for only about half of the federally listed species they work with on projects. Uncertainty and lack of clarity regarding programmatic goals for species, ecosystems, or water resources often underlie disputes at the project level. DOTs are in need of resource agency products that help in site selection. Where and what are most important to conserve and key opportunities to restore regulated resources? This research will also explore the cost and DOT and resource agency willingness to pay for such prioritized data.<div></div>
KW  - Benefit cost analysis
KW  - Environmental impacts
KW  - Research projects
KW  - Restoration ecology
KW  - State departments of transportation
KW  - Watersheds
KW  - Wildlife
KW  - Wildlife mitigation
KW  - Willingness to pay
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2850
UR  - https://trid.trb.org/view/1232303
ER  - 

TY  - ABST
AN  - 01570496
TI  - Investigation of Jointed Plain Concrete Pavement Deterioration at Joints and the Potential Contribution of Deicing Chemicals
AB  - The objectives of this research project are to: (1) determine the causes of anomalous concrete joint deterioration nationwide; (2) quantify any contributions to joint deterioration due to deicing chemicals and develop estimates of service reduction and life cycle costs; and (3) develop recommendations based on research results for minimizing future joint deterioration on both existing pavements and new construction including possible repair methodologies and specification modifications.
KW  - Concrete pavements
KW  - Deicing chemicals
KW  - Deterioration
KW  - Life cycle costing
KW  - Pavement joints
KW  - Service life
UR  - http://www.pooledfund.org/Details/Study/452
UR  - https://trid.trb.org/view/1362137
ER  - 

TY  - ABST
AN  - 01461828
TI  - Legal Aspects of Airport Programs. Topic 3-05. Analyses of State and Federal Regulations that May Impede State Initiatives to Reduce an Airport's Carbon Footprint
AB  - There is a growing movement among State and Federal agencies to focus on transportation systems, including airports, in the ongoing efforts to reduce carbon emissions.  In California, for example, the Governor signed Assembly Bill 32 (AB32), the Global Warming Solutions Act of 2006.   AB 32 calls for a reduction by 2020, of greenhouse gas emissions (GHG emissions) in the State of California to levels recorded in 1990. The San Diego Airport's Master Plan became the subject of focus by the California Attorney General who sought to have the Airport's Master Plan environmental review address the impact of the expansion plan on GHG emissions, pursuant to its obligations under AB32.  The Attorney General and the San Diego Airport entered into an MOU that specifies the measures the Airport will take to reduce GHG emissions.  However, under federal law, only the U.S. Environmental Protection Agency and the Federal Aviation Administration have authority to regulate aircraft emissions. It can be expected that ongoing state and federal mandates to reduce GHG emissions will have an impact on Airports nationwide as the EPA and States seek ways to accomplish GHG reductions. It would be helpful to airport lawyers to have a digest of airport initiatives and state and federal laws and regulations that govern an airport's ability to implement GHG reduction efforts consistent with their concurrent obligation to permit aviation activity as mandated by federal statutes, regulations, and the FAA. The intent of this ACRP Legal Topic is to survey and categorize airport efforts to reduce GHG emissions and to summarize state and federal laws that affect an airport's ability to implement GHG reductions. A compilation of carbon reduction initiatives at airports which categorize the efforts in terms of distinguishing between green building requirements and other building code directives (for example, enegy efficiency initiatives, lighting and HVAC efficiency improvements, and use of solar energy), and efforts directed at reducing aircraft GHG emissions (for example by use of preconditioned air units and aircraft tugs, or limits on engine idling). The Consultant shall survey existing literature, research state and federal statutes, case law, and survey airport proprietors, and other knowledgeable persons in order to identify initiatives and GHG reduction trends as described above.  Of particular interest should be state legislation which specifically requires airport GHG impacts to be addressed in any expansion plan environmental reviews.  The report should synthesize the literature, statutes, regulations, and case law gathered by the Consultant's research efforts.  The primary data collected through surveys and interviews should be tabulated and presented to supplement the legal synthesis.
KW  - Aircraft exhaust gases
KW  - Aircraft operations
KW  - Airport operations
KW  - Engine idling
KW  - Environmental impacts
KW  - Greenhouse gases
KW  - Legal factors
KW  - Research projects
KW  - San Diego International Airport
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2876
UR  - https://trid.trb.org/view/1230048
ER  - 

TY  - RPRT
AN  - 01579185
AU  - Federal Highway Administration
TI  - Beyond Traffic Signals: A Paradigm Shift: Intersection Control for Autonomous Vehicles
PY  - 2009/11
SP  - 2p
AB  - Traffic congestion costs the Nation billions of dollars each year in wasted fuel and lost productivity. Traditional traffic control systems cannot keep pace with this growing problem, but systems that work with self-driving vehicles may afford a more radical approach. “Intersection Control for Autonomous Vehicles,” an Exploratory Advanced Research (EAR) Program project, is pursuing a new way to keep traffic moving. This project, awarded by the Federal Highway Administration (FHWA) in 2008, is being conducted at the University of Texas at Austin.
KW  - Intelligent vehicles
KW  - Intersections
KW  - Traffic control
UR  - http://www.fhwa.dot.gov/advancedresearch/pubs/10023/10023.pdf
UR  - https://trid.trb.org/view/1370905
ER  - 

TY  - RPRT
AN  - 01577853
AU  - Littleton, Paul
AU  - Mallela, Jagannath
AU  - Hoffman, Gary
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - Iowa Demonstration Project: Improvements to the 24th Street–I-29/80 Interchange in Council Bluffs
PY  - 2009/11//Final Report
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Iowa Department of Transportation (DOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge construction. This report documents the use of these innovations, such as cost-plus-time (A+B) bidding and prefabricated full-depth bridge panels used to accelerate the construction of the 24th Street–Interstate 29/80 diamond interchange in Council Bluffs in one construction season. This report details the innovation used to reconstruct the 24th Street bridge with precast bridge deck panels, high-performance materials, and innovative construction and contracting techniques. Innovations in this project increased safety, enhanced quality, and allowed the contractor to replace the 24th Street bridge in one construction season instead of two as would have been required for traditional construction methods. Using prefabricated deck panels and high-performance materials increased the initial construction cost by 12 percent over traditional construction. However, a more comprehensive economic analysis including user cost savings shows that the project saved road users about $1 million (or about 8 percent of the $12.7 million project costs). The experience gained on this successful project will help the Iowa DOT implement these innovations more routinely on future projects.
KW  - Bridge construction
KW  - Council Bluffs (Iowa)
KW  - Demonstration projects
KW  - Economic analysis
KW  - High performance materials
KW  - Highways for LIFE
KW  - Interchanges
KW  - Prefabricated bridges
KW  - Technological innovations
UR  - http://www.fhwa.dot.gov/hfl/summary/pdf_2/IA_Final_November%202009.pdf
UR  - https://trid.trb.org/view/1370475
ER  - 

TY  - RPRT
AN  - 01472078
AU  - Morcous, George
AU  - Erdogmus, Ece
AU  - University of Nebraska, Lincoln
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - Use of Ground Penetrating Radar for Construction Quality Assurance of Concrete Pavements
PY  - 2009/11//Final Report
SP  - 79p
AB  - Extracting concrete cores is the most common method for measuring the thickness of concrete pavement for construction quality control. Although this method provides a relatively accurate thickness measurement, it is destructive, labor intensive, and time consuming. Moreover, concrete cores are usually taken approximately every 750 ft, which may be inadequate for estimating the actual thickness profile of a pavement section; however extracting more cores would damage the pavement extensively and increase the labor cost and time excessively. Ground Penetrating Radar (GPR) is a well-established technique for subsurface exploration. Recently, GPR has been used for several transportation applications, such as measuring layer thickness in asphalt pavement, locating reinforcing bars and tendons, and detecting deteriorations and anomalies in concrete structures. The main advantages of GPR are speed, accuracy, and cost-effectiveness when scans are conducted on large areas. The objective of this project is to investigate the accuracy and cost-effectiveness of using GPR for measuring the thickness of concrete pavement for quality assurance purposes. The GPR systems GSSI SIR20 and SIR3000 with a high resolution 1.6 MHz ground coupled antenna were used in measuring the thickness of concrete pavement up to 14 inch thick. Several laboratory and field tests have been carried out to determine the accuracy of the GPR measurement at different concrete ages and when various metal artifacts are used underneath the concrete to improve the reflectivity of the bottom surface. Testing results have indicated that GPR is a cost-effective non-destructive technique for measuring the thickness of concrete pavement, compared to extracting concrete cores, and an accuracy of 1/8 in can be achieved when appropriate reflectors and calibration cores are used.
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Ground penetrating radar
KW  - Measurement
KW  - Quality assurance
KW  - Thickness
UR  - https://trid.trb.org/view/1239505
ER  - 

TY  - RPRT
AN  - 01457977
AU  - Jiang, Yi
AU  - Chen, Huaxin
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Contract Time Optimization Methodologies for Highway Construction Projects
PY  - 2009/11//Final Report
SP  - 113p
AB  - This study was conducted to develop methodologies for appropriately determining the monetary values of incentive/disincentive (I/D) rates of highway construction projects in Indiana. In this study, a comprehensive literature review was performed to identify possible effective methodologies for work zone effects, construction impacts, and contract time optimization. The highway production rates were developed in a previous study. The production rates were validated and adjusted with the help from Indiana Department of Transportation field engineers. The weigh-in-motion collected traffic data were obtained, processed, and analyzed to provide input data for user cost calculations at highway work zones. Construction data were obtained and processed to develop the relationship between the construction cost and construction time. With the traffic and construction data, the methods for user cost calculations were developed as the basis of determining appropriate I/D rates. User costs resulting from traffic delays at Indiana highway work zones were analyzed. A series of equations for estimating user costs at work zones were developed. User cost calculation sheets using MS Excel were developed based on the traffic data on Indiana highway network. Finally, a method was developed to determine I/D rates based on the relationship between construction cost and construction time in combination with the estimated user costs at given work zones. Guidelines for developing A+B bidding and I/D provisions were provided.
KW  - Bids
KW  - Construction projects
KW  - Contracts
KW  - Costs
KW  - Indiana
KW  - Literature reviews
KW  - Optimization
KW  - Road construction
UR  - http://dx.doi.org/10.5703/1288284314297
UR  - https://trid.trb.org/view/1218763
ER  - 

TY  - RPRT
AN  - 01457511
AU  - Jung, Chulmin
AU  - Jung, Sochan
AU  - Bobet, Antonio
AU  - Siddiki, Nayyar Zia
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Classification of Marl Soils
PY  - 2009/11//Final Report
SP  - 82p
AB  - Field and laboratory tests were conducted to investigate the degree of uniformity and quality that is obtained with chemical treatment of the subgrade with lime kiln dust (LKD) using current construction techniques. An Indiana Department of Transportation road project under construction was selected for the research. A 140-m long subgrade section was chemically treated with LKD with a target thickness of 16 inches, which is the current standard practice, while another 140-m long section was treated with a target thickness of 14 inches. Dynamic cone penetration (DCP) tests were done at each section to obtain the stiffness (or strength) of the chemically-treated and natural (untreated) subgrade soil layers. Lightweight deflectometer (LWD) tests were performed at the same locations where the DCP tests were done to estimate the stiffness of the treated subgrade layer. Nuclear gauge and sand cone tests were carried out to obtain the water content and dry density of the chemically treated subgrade. X-ray diffraction (XRD) and thermogravimetric (TGA) tests were performed on soil samples collected in the field to identify and quantify the minerals contained in the soil. XRD and TGA laboratory tests show an adequate presence of lime in the subgrade, with somewhat better uniformity for the test site with 14 inches target thickness for the subgrade. Field tests, namely density, DCP and LWD, show consistently better and more uniform results for the 14 inches target thickness site than for the 16 inches target site. As a result of the research, it is recommended: (1) to increase for design the CBR of the subgrade treated with LKD by 25% over that of the natural soil; (2) to implement recommendation for a target thickness of the treated subgrade of 14 inches; (3) to introduce special, one type project where quality control/quality assurance is done by the contractor for design and construction, where full advantage of the subgrade improvement may be taken into consideration to minimize pavement thickness.
KW  - Calcium oxide
KW  - Classification
KW  - Field tests
KW  - Kiln dust
KW  - Laboratory tests
KW  - Marl
KW  - Pavements
KW  - Subgrade materials
UR  - http://dx.doi.org/10.5703/1288284314286
UR  - https://trid.trb.org/view/1218752
ER  - 

TY  - RPRT
AN  - 01456754
AU  - Jung, Chulmin
AU  - Jung, Sochan
AU  - Bobet, Antonio
AU  - Siddiki, Nayyar Zia
AU  - Purdue University/Indiana Department of Transportation JHRP
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Field Investigation of Subgrade Lime Modification
PY  - 2009/11//Final Report
SP  - 78p
AB  - This is an implementation project for the completed research (INDOT SPR- 3007) Post-Construction Evaluation of Lime-Treated Soils. The objectives of the project are to investigate the degree of uniformity and quality that is obtained with soil modification with lime kiln dust (LKD) using current construction techniques, and also to explore changes in construction methods that may result in a better product.  The objectives are accomplished by: (1) selecting an appropriate construction site where LKD is used for soil modification; (2) performing field and laboratory tests to ascertain the magnitude of the engineering properties of the chemically treated soil and the degree of uniformity accomplished with the treatment; (3) analyzing the field and laboratory data to provide recommendations for changes in construction methods; and (4) providing recommendations for considering the modified subgrade as a structural layer for pavement design. An INDOT road construction project, located along SR 641 south of Terre Haute, was chosen for this research. A 280-m long portion of the road was divided into two construction and test sections. The first 140-m long subgrade section was chemically treated with LKD with a target thickness of 16 inches, which is a typical standard practice based on the current design and construction protocol for chemical subgrade treatment. The remaining 140-m long section was treated with a target thickness of 14 inches. Field tests were conducted on the subgrade after seven days curing of the chemical treatment in order to evaluate in-situ engineering properties of the chemically treated subgrade.   Laboratory tests were performed to estimate the lime content in the soil. The laboratory tests show an adequate presence of lime in the subgrade, with somewhat better uniformity for the test site with 14 inches target thickness for the subgrade.  Field test results show consistently better and more uniform results for the 14 inches target thickness site than for the 16 inches target site. Based on the findings from this study, a decision was made to amend INDOT specifications for the following:  1) increase for design the California bearing ratio (CBR) of the subgrade treated with LKD by 25% over that of the natural soil; 2) implement a recommendation for a target thickness of the treated subgrade of 14 inches; 3) introduce a special, one-type project where quality control/quality assurance is done by the contractor for design and construction and where full advantage of the subgrade improvement may be taken into consideration to minimize pavement thickness.  It was also agreed to monitor performance of new pavements where the subgrade is treated with LKD in order to build a database of the quality achieved during construction across the State. This recommendation is based on the potential for increasing the CBR of the subgrade beyond the 25% recommended, thus lowering the cost of the pavement.
KW  - Calcium oxide
KW  - Field tests
KW  - Indiana
KW  - Kiln dust
KW  - Laboratory tests
KW  - Pavement design
KW  - Properties of materials
KW  - Quality assurance
KW  - Subgrade (Pavements)
KW  - Subgrade materials
UR  - http://dx.doi.org/10.5703/1288284314271
UR  - https://trid.trb.org/view/1218737
ER  - 

TY  - RPRT
AN  - 01454510
AU  - Prezzi, Monica
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Implementation of Laterally Loaded Piles in Multi-Layer Soils
PY  - 2009/11
SP  - 66p
AB  - The objectives of this report are to:(1) analyze the design of laterally loaded piles in multi-layer soil using energy principles; (2) study the response of piles subjected to lateral load through a series of model pile load tests; (3) evaluate the effect of pile installation (driven, jacked and preinstalled) on pile response; and (4) compare the model pile experimental results with results from the analysis for preinstalled model piles. The final report was submitted as a PDF slide deck.
KW  - Design
KW  - Implementation
KW  - Jacking
KW  - Lateral loads
KW  - Load tests
KW  - Pile driving
KW  - Piles (Supports)
KW  - Soil layers
UR  - http://dx.doi.org/10.5703/1288284314332
UR  - https://trid.trb.org/view/1218771
ER  - 

TY  - RPRT
AN  - 01454505
AU  - Prezzi, Monica
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Construction of Embankments and Fills Using Lightweight Materials
PY  - 2009/11
SP  - 52p
AB  - Existing pavements at SR-110 and SR-19 needed widening and raising of the pavement level. The use of lightweight fill (expanded shale) was recommended because the existing road was built over a peat deposit. However, expanded shale is expensive and difficult to compact. For SR-110, a tire shred-sand mixture was used between stations 276+00 and 294+69. The project consisted of raising the grade by about three feet at a few locations and widening the existing embankment by approximately five feet. For SR-19, a tire shred-sand mixture was used as the fill material for the shoulders of the pavement. The final report was submitted as a PDF slide deck.
KW  - Construction
KW  - Embankments
KW  - Expanded shale aggregates
KW  - Fills
KW  - Lightweight materials
KW  - Pavements
KW  - Road shoulders
KW  - Shredded tires
UR  - http://dx.doi.org/10.5703/1288284314331
UR  - https://trid.trb.org/view/1218770
ER  - 

TY  - RPRT
AN  - 01446263
AU  - Min, Hokey
AU  - Bowling Green State University
AU  - Michigan Ohio University Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Evaluating the Service Quality of Paratransit Systems: An Exploratory Study of the Toledo Area Regional Transit Authority
PY  - 2009/11//Final Report
SP  - 21p
AB  - Paratransit systems are created to improve mobility, employment opportunities, and access to community services for individuals who are mentally or physically disadvantaged. Though essential for the community, paratransit systems are more expensive to sustain than fixed-route based mass transit systems due to their customized, on-demand service requirements. Thus, it is common that many paratransit systems in the United States experience cost overruns. To cover these cost overruns for paratransit service providers, public transit authorities often subsidize the greater portions of paratransit services. In the era of budget shortfalls, public transit authorities are faced with the dilemma of controlling paratransit costs without deteriorating paratransit services. To better cope with the dilemma, this paper identifies a host of factors such as on-time door-to-door or curb-to-curb services, flexible pickup-/drop-off windows, handling of late-cancellations and no-shows, shared rides, short-notice services, peak-hour feeder services, and overnight service that influence the overall service quality of paratransit in the metropolitan Toledo area, using the survey questionnaire.
KW  - Cost control
KW  - Paratransit services
KW  - Public transit
KW  - Quality of service
KW  - Regional transportation
KW  - Toledo (Ohio)
KW  - Transit authorities
UR  - http://mioh-utc.udmercy.edu/research/ts-13/pdf/MIOH_UTC_TS13_2009_Final_Report_Improving_Paratransit_Services_etc.pdf
UR  - https://trid.trb.org/view/1212709
ER  - 

TY  - RPRT
AN  - 01361223
AU  - Bing, Alan J
AU  - Sherrock, Eric
AU  - ICF Consulting
AU  - Ensco, Incorporated
AU  - Federal Railroad Administration
TI  - Risk Analyses for the IDOT Positive Train Control System to Determine Optimum Communications Timeout: Comparison to Cab Signal Systems with Continuous Train Stop and Speed Control
PY  - 2009/11//Final Report
SP  - 504p
AB  - This project examines the influence of the communication timeout threshold and latency of a positive train control (PTC) system on its overall safety performance as compared with a cab signal system with continuous Automatic Train Stop and a four aspect cab signal system with speed control, or an automatic train control system. The analysis was based on average daily traffic on the IDOT PTC corridor, which was composed of six passenger trains, between 0.86 and 1.07PTC-equipped freight trains, and between 0.36 and 2.30 unequipped freight trains, depending on the season of the year. Maximum speeds considered were 110 miles per hour (mph) for passenger traffic and 60 mph for freight traffic. The latency values varied from 5 to 20 seconds (s) and timeout values varied from 20 to 360 s. Conclusions from this risk assessment are that for the traffic volume and traffic mix, the PTC latency and timeout in the ranges assumed in this study did not have a material effect on risk. Instead, nonsafety considerations such as route capacity, delay reduction, and cost may be the governing factors in the requirements for timeout and latency, instead of safety, for PTC communication network and design.
KW  - Alternatives analysis
KW  - Automatic speed control
KW  - Cab signals
KW  - Communication and control
KW  - Design
KW  - Illinois
KW  - Latency
KW  - Passenger trains
KW  - Performance tests
KW  - Positive train control
KW  - Railroad safety
KW  - Risk analysis
KW  - Timeout
KW  - Transportation corridors
UR  - http://www.fra.dot.gov/Elib/Document/297
UR  - https://trid.trb.org/view/1126974
ER  - 

TY  - RPRT
AN  - 01358944
AU  - Sheckler, Ross D
AU  - Maynus, Lee W
AU  - Calmar Telematics LLC
AU  - New York State Department of Transportation
AU  - New York State Energy Research and Development Authority
AU  - Federal Highway Administration
TI  - Empty Backhaul, an Opportunity to Avoid Fuel Expended on the Road
PY  - 2009/11//Final Report
SP  - 40p
AB  - Modern logistics and computerized routing algorithms have optimized the operation of commercial vehicles to the point where there is little opportunity to further increase efficiency and reduce vehicle miles traveled (VMT) for a given load. As a result, opportunities to reduce VMT in the commercial sector primarily lie in maximizing the utility of each of those miles. An effort was undertaken to determine if vehicle telemetry could provide meaningful data which would serve as an indicator that a commercial vehicle was operating under loaded or unloaded conditions. With a straightforward load status analysis it becomes possible to determine the laden status of a commercial vehicle and makes it possible to identify whether specific regions or routes have a higher tendency to have trucks traveling without a load. A catalog of the regions or routes which have a surplus of empty trucks offers the opportunity for load matching or brokering to utilize these trucks, increasing profitability and decreasing total VMT. The study develops a methodology to determine when a vehicle is operating with a light load or no load. A summary of load status in various routes and regions is compiled for the fleets in the industry sample. Conclusions on load trends are drawn and suggested uses and follow-on activities are discussed.
KW  - Backhaul
KW  - Economic efficiency
KW  - Fleet management
KW  - Freight handling
KW  - Freight traffic
KW  - Fuel consumption
KW  - Loading and unloading
KW  - Monitoring
KW  - Motor fuels
KW  - New York (State)
KW  - Resource utilization
KW  - Telemetry
KW  - Truck routes
KW  - Trucking
KW  - Vehicle fleets
KW  - Vehicle miles of travel
UR  - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-31%20Empty%20Backhaul%20Final%20Report.pdf
UR  - https://trid.trb.org/view/1124536
ER  - 

TY  - RPRT
AN  - 01354123
AU  - Putman, Bradley J
AU  - Skidmore, Benjamin W
AU  - Amirkhanian, Serji N
AU  - Clemson University
AU  - South Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Optimal Usage of Available Aggregates in Highway Construction and Maintenance
PY  - 2009/11//Final Report
SP  - 200p
AB  - The optimization of available aggregates for highway construction and maintenance is vital both from an economic and environmental perspective. By not optimizing the aggregate supply, project costs escalate as a simple response to supply and demand. Just as important is the fact that aggregate is a natural resource and a limited one; it is crucial that it is used as efficiently as possible. This study examined specifically the use of aggregates by the South Carolina Department of Transportation, but can easily be adapted to any state. Through DOT surveys and an examination of aggregate gradation specifications, it was determined what specific sieve sizes were significantly different than other states. These specific sizes were then examined to determine if an adjustment of the specifications could better utilize the available aggregates. It was found that times of high construction greatly affect the balance of aggregates, but also that gradation specifications could be adjusted to better use the available aggregate sizes. In South Carolina, hot mix asphalt pavements are the primary causes of over and under-utilization of certain aggregate sizes. The 3/8-inch and 1/2-inch aggregate sizes have been the most over-utilized, and these sizes have a relatively tighter specification than other states. Based on the findings of this study, several recommendations have been made. It is recommended to further research the performance of possibly wider specification bands that will utilize some of the more available aggregates in the state. In addition, it is recommended to investigate the use of the maximum dust to binder ratio as well as the possibility of a base substitution, which could possibly better utilize the graded aggregate base materials such as crusher run. As long as performance and cost can be maintained, these changes could possibly better optimize the usage of the available aggregates in construction and maintenance. Finally, it is recommended that the SCDOT consider methods to forecast future aggregate needs and communicate this with the suppliers, who can then be better prepared to meet the demand.
KW  - Aggregates
KW  - Highway maintenance
KW  - Optimization
KW  - Road construction
KW  - South Carolina
UR  - http://www.clemson.edu/t3s/scdot/pdf/projects/Final%20Report%20-%20SPR%20674.pdf
UR  - https://trid.trb.org/view/1116908
ER  - 

TY  - RPRT
AN  - 01226763
AU  - Tolliver, Denver
AU  - Benson, Doug
AU  - Dybing, Alan
AU  - Chen, George
AU  - Upper Great Plains Transportation Institute
AU  - Rahall Appalachian Transportation Institute
AU  - U.S. Army Corps of Engineers
AU  - Research and Innovative Technology Administration
TI  - Transportation Rate Analysis for the Columbia-Snake Waterway System
PY  - 2009/11//Final Report
SP  - v.p.
AB  - This study was conducted by North Dakota State University under contract with the Marshall University’s Rahall Transportation Institute for the U.S. Army Corps of Engineers. The purpose of this study is to estimate the value of commodities that have volumes of five or more percent of each major commodity group for the Great Lakes, Mississippi‐Ohio, and Columbia‐Snake waterway systems. The intended use of the commodity value estimates is to project inventory costs associated with project performance related delays in delivering commodities to shippers. The project examined one previous commodity value study. Deep draft traffic entering the Mississippi was excluded.
KW  - Columbia-Snake River Waterway
KW  - Commodities
KW  - Freight traffic
KW  - Rates
KW  - Valuation
UR  - https://trid.trb.org/view/987557
ER  - 

TY  - RPRT
AN  - 01226762
AU  - Bray, Larry G
AU  - University of Tennessee, Knoxville
AU  - Rahall Appalachian Transportation Institute
AU  - U.S. Army Corps of Engineers
AU  - Research and Innovative Technology Administration
TI  - Economic Evaluation of Commercially Navigable Ohio River Waterway System: Phase I and Phase II
PY  - 2009/11//Final Report
SP  - v.p.
AB  - This study was conducted by the University of Tennessee under contract with the Marshall University’s Rahall Transportation Institute for the U.S. Army Corps of Engineers. The primary purpose of this study is to estimate the regional economic value attributable to commercial barge transportation on the Ohio River System (ORS) waterways. This work is in support of the Ohio River Mainstem System Study (ORMSS), whose purpose is the development of the best plan for maintaining a reliable navigation system on the main stem of the Ohio River.
KW  - Barge operations
KW  - Economic analysis
KW  - Ohio River
KW  - Ohio River Mainstem System Study
KW  - Regional analysis
UR  - http://www.njrati.org/wp-content/plugins/research_projects/reports/TRP%2009-08.pdf
UR  - https://trid.trb.org/view/987561
ER  - 

TY  - RPRT
AN  - 01226761
AU  - Dybing, Alan
AU  - Benson, Doug
AU  - Tolliver, Denver
AU  - Upper Great Plains Transportation Institute
AU  - Rahall Appalachian Transportation Institute
AU  - U.S. Army Corps of Engineers
AU  - Research and Innovative Technology Administration
TI  - Commodity Valuation Analysis for the Great Lakes, Mississippi-Ohio and Columbia-Snake Waterway Systems
PY  - 2009/11//Final Report
SP  - v.p.
AB  - This study was conducted by North Dakota State University under contract with the Marshall University’s Rahall Transportation Institute for the U.S. Army Corps of Engineers. The purpose of this study is to estimate the value of commodities that have volumes of five or more percent of each major commodity group for the Great Lakes, Mississippi-Ohio, and Columbia-Snake waterway systems. The intended use of the commodity value estimates is to project inventory costs associated with project performance related delays in delivering commodities to shippers. The project examined one previous commodity value study. Deep draft traffic entering the Mississippi was excluded. Estimating commodity values on three waterways systems is conducted to provide a basis for estimating inventory costs associated with project-performance related delays in delivering commodities to shippers.
KW  - Columbia-Snake River Waterway
KW  - Commodities
KW  - Great Lakes
KW  - Mississippi-Ohio Waterway System
KW  - Valuation
UR  - https://trid.trb.org/view/987553
ER  - 

TY  - RPRT
AN  - 01208057
AU  - Gertler, J
AU  - DiFiore, A
AU  - Foster-Miller Associates, Incorporated
AU  - Federal Railroad Administration
TI  - Work Schedules and Sleep Patterns of Railroad Train and Engine Service Workers
PY  - 2009/11//Final Report
SP  - 93p
AB  - This report presents the results of a study designed to characterize the work/rest schedules and sleep patterns of U.S. railroad train and engine service (T&E) personnel and to examine the relationship between these schedules and alertness. The methodology was a survey of a random sample of U.S. railroad T&E personnel who completed a background survey and kept a daily log for 2 weeks. The majority of T&E workers are either locomotive engineers or conductors. One-third of T&E workers have fixed work start times with the remainder having variable start times with significant start time variability. The median length of a work period was similar for the two types of schedules; however, limbo time increases total work time for variable workers. Although T&E workers report longer daily sleep than U.S. adults, they report poor sleep quality and high stress levels, particularly those with variable start times. Variable workers engage in supplementary sleep on workdays because of scheduling issues preventing them from planning adequate rest. Variable workers report being less alert than fixed start workers. The Sleep, Activity, Fatigue, and Task Effectiveness (SAFTE) model predicted variable start workers work at a slightly lower effectiveness level than fixed start workers. Although total work time at low effectiveness is minimal, the total number of labor-h at low effectiveness exceeds 10M annually for the industry.
KW  - Alertness
KW  - Data collection
KW  - Failure
KW  - Human factors engineering
KW  - Sleep
KW  - Surveys
KW  - Work schedules (Personnel)
UR  - http://www.fra.dot.gov/Elib/Document/296
UR  - https://trid.trb.org/view/968948
ER  - 

TY  - RPRT
AN  - 01173164
AU  - Alfelor, Roemer M
AU  - Federal Highway Administration
TI  - Road Weather Management Performance Measures: A Way to Measure and Monitor Achievement
PY  - 2009/11
SP  - 2p
AB  - The 2005 Safe, Accountable, Flexible and Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU) established a Road Weather Research and Development Program under the Intelligent Transportation System (ITS) program with three primary goals: maximize the use of available road weather information and technologies; expand road weather research and development efforts to enhance roadway safety, capacity, and efficiency while minimizing environmental impacts; and promote technology transfer of effective road weather scientific and technological advancements. To gauge performance, the Road Weather Management Program (RWMP) conducted a study to identify meaningful, understandable, and practical measures to evaluate products and activities, including Clarus, the Maintenance Decision Support System (MDSS), Weather Responsive Traffic Management (WRTM), and others. The study generated input from over 250 public and private stakeholders who reviewed an initial list of candidate output and outcome measures and identified 11 measures to assess RWMP performance. Program impacts can result as a direct consequence of RWMP actions or indirectly through other agencies and activities associated with or influenced by the RWMP. The RWMP catalyzes and encourages the efforts of other Federal agencies, state departments of transportation (DOTs), and private sector providers, which contributes to achieving the SAFETEA-LU goals as well as supporting independent initiatives and efforts.
KW  - Decision support systems
KW  - Intelligent transportation systems
KW  - Maintenance Decision Support System (MDSS)
KW  - Monitoring
KW  - Road weather information systems
KW  - Road Weather Management Program
KW  - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW  - Technology transfer
KW  - Winter maintenance
UR  - http://ntl.bts.gov/lib/33000/33700/33724/index.htm
UR  - http://ntl.bts.gov/lib/33000/33700/33724/performance_metrics.pdf
UR  - https://trid.trb.org/view/930617
ER  - 

TY  - RPRT
AN  - 01173160
AU  - Alfelor, Roemer M
AU  - Federal Highway Administration
TI  - Research Studies on Weather and Traffic Flow: Modeling Traffic Response to Adverse Weather
PY  - 2009/11
SP  - 2p
AB  - Weather causes a variety of impacts on the transportation system. While severe winter storms, hurricanes, or flooding can result in major stoppages or evacuations and cost millions of dollars, the day-to-day weather events such as rain, fog, snow, and freezing rain can have a serious impact on the mobility and safety of users. The application of IntelliDrive technologies, Road Weather Information Systems (RWIS), and weather/traffic data collection and forecasting technologies, presents new opportunities to improve the safety and mobility of the traveling public through improved knowledge and understanding of how individual drivers behave during adverse weather, and analyzing how their decisions collectively impact traffic fl ow. This information can then be used to support weather-responsive traffic management strategies such as real-time modification of traffic signal and ramp meter timings, automated deicing systems, and variable speed limits. Despite the documented impacts of adverse weather on transportation, understanding the linkages between inclement weather conditions and traffic fl ow remain tenuous.
KW  - Evacuation
KW  - Highway traffic control
KW  - IntelliDrive (Program)
KW  - Ramp metering
KW  - Real time information
KW  - Road weather information systems
KW  - Traffic data
KW  - Traffic flow
KW  - Traffic speed
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/33000/33700/33721/TrafficFlow_508_web/index.htm
UR  - http://ntl.bts.gov/lib/33000/33700/33721/TrafficFlow_508_web/trafficflow_pdf.pdf
UR  - https://trid.trb.org/view/927686
ER  - 

TY  - RPRT
AN  - 01167134
AU  - Banks, Joy O
AU  - Avers, Katrina E
AU  - Nesthus, Thomas E
AU  - Hauck, Erica L
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Flight Attendant Fatigue, Part V: A Comparative Study of International Flight Attendant Fatigue Regulations and Collective Bargaining Agreements
PY  - 2009/11//Final Report
SP  - 19p
AB  - In 2008, Congress directed the Civil Aerospace Medical Institute (CAMI) to conduct follow-on studies of six recommendation areas noted in an integrated report by the National Aeronautics and Space Administration (NASA) and CAMI regarding flight attendant fatigue. The report concluded that some degree of fatigue-related performance affects were likely under current prescriptive rules. Internationally, fatigue risk is managed almost solely through prescriptive rules based on the maximum hours of work and minimum hours of rest. Traditional prescriptive rules, however, have limited applications to round-the-clock operations, often excluding fatigue-contributing factors such as time zone transitions, layover and recovery, time of day, and circadian rhythms (Cabon et al, 2009). Prescriptive rules directly affect crew scheduling and are critical to operator viability; however, due to economic recession, operators are routinely scheduling up to the regulation limits, which could result in an increased likelihood of fatigue and fatigue-related mishaps (Nesthus, Schroeder, Connors, et al., 2007). In the present study, the authors obtained regulations (n=38) and collective bargaining agreements (CBA) (n=13) regarding flight attendant duty time and rest from International Civil Aviation Organization (ICAO) member states using several resources: Civil Aviation Authority Web sites, an international cabin safety symposium, Web-based ICAO information exchange, and FAA international field offices and aviation safety inspectors. They  analyzed each regulation and CBA to identify duty time and rest rules related to working hour limits, sleep and rest requirements, circadian rhythms, and other factors. When comparing the United States (U.S.) maximum hours of work and minimum hours of rest with other countries, the authors  concluded that U.S. prescriptive rules are among the least restrictive, representing a greater than typical risk for fatigue related incidents. They recommend the U.S. establish a sanctioned fatigue workgroup of subject matter experts, aviation stakeholders, medical and research scientists, and aviation Safety Management System experts to evaluate current regulations and develop an adaptive fatigue mitigation safety system combining scientific principles and knowledge with operational support.
KW  - Aviation safety
KW  - Collective bargaining
KW  - Fatigue (Physiological condition)
KW  - Flight attendants
KW  - Hours of labor
KW  - Performance
KW  - Regulations
KW  - Rest periods
KW  - Sleep
UR  - https://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200922.pdf
UR  - https://trid.trb.org/view/927284
ER  - 

TY  - SER
AN  - 01164234
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Medina, Juan C
AU  - Benekohal, Rahim F
AU  - Hajbabaie, Ali
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Sensys Wireless Vehicle Detection System: Results from the First Three Months
PY  - 2009/11//Research Report
IS  - 09-059
SP  - 27p
AB  - The Sensys Wireless Vehicle Detection System uses wireless magnetometers embedded in the pavement that communicate without wires to an access point connected to a standard detector rack. This research evaluated the detection performance of this system at two locations: a signalized intersection with three approaching lanes (at stop bar and advance zones), and a railroad grade crossing, as a potential backup option for crossing gates applications. Video images and the time of activation/deactivation of the sensors and loop detectors (placed at exactly the same location as the sensors), were collected after the system was installed by Sensys Networks, yielding some initial results (initial setup). Subsequently, Sensys Networks was provided with the initial results (false, missed, stuck-on, and dropped calls) and were allowed to readjust the system (modified setup) so that the best performance could be obtained. Thus, this report includes results from the initial and the modified setups at the two selected locations. At the railroad location, false calls due to adjacent vehicles ranged from 12.1% to 53.7%, missed calls were low (<1%), and stuck-on calls due to trains and cars were rare (but up to 30 min long). At the signalized intersection, false calls were more frequent at the stop bar (13.5% to 19.6%) than at the advance zones (0.7% to 2.4%). Missed calls were low at the stop bar (<0.5%), and ranged between 0.9% and 10% at the advance zones. Stuck-on calls and dropped calls were very rare and only found at stop bar zones.
KW  - Evaluation and assessment
KW  - Loop detectors
KW  - Magnetometer detectors
KW  - Performance
KW  - Railroad grade crossings
KW  - Sensors
KW  - Signalized intersections
KW  - Vehicle detectors
UR  - http://hdl.handle.net/2142/45971
UR  - https://trid.trb.org/view/923610
ER  - 

TY  - RPRT
AN  - 01163741
AU  - Bomar, Marsha Anderson
AU  - Becker, Erika P
AU  - Stollof, Edward R
AU  - Street Smarts
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - Urban Freight Case Studies: Washington, DC
PY  - 2009/11
SP  - 22p
AB  - This report documents notable practices in urban goods movement. Washington, DC is one of four urban areas selected for study. The other areas are Los Angeles, New York City, and Orlando. The case studies provide information on freight-related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. To develop the most useful case studies, FHWA conducted an extensive review of freight-related projects and strategies that provide practical information and transferable solutions to the challenges that confront urban goods movement. FHWA also conducted site visits and interviews with organizations involved in project implementation, including state departments of transportation, metropolitan planning organizations, city governments, and businesses.
KW  - Case studies
KW  - Commercial vehicle operations
KW  - Freight traffic
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Urban areas
KW  - Washington (District of Columbia)
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10018/fhwahop10018.pdf
UR  - https://trid.trb.org/view/924314
ER  - 

TY  - RPRT
AN  - 01163739
AU  - Bomar, Marsha Anderson
AU  - Becker, Erika P
AU  - Stollof, Edward R
AU  - Street Smarts
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - Urban Freight Case Studies: Los Angeles
PY  - 2009/11
SP  - 18p
AB  - This report documents notable practices in urban goods movement. Los Angeles is one of four urban areas selected for study. The other areas are New York City, Orlando, and Washington, DC. The case studies provide information on freight-related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. To develop the most useful case studies, FHWA conducted an extensive review of freight-related projects and strategies that provide practical information and transferable solutions to the challenges that confront urban goods movement. FHWA also conducted site visits and interviews with organizations involved in project implementation, including state departments of transportation, metropolitan planning organizations, city governments, and businesses.
KW  - Case studies
KW  - Commercial vehicle operations
KW  - Freight traffic
KW  - Los Angeles (California)
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10020/fhwahop10020.pdf
UR  - https://trid.trb.org/view/924307
ER  - 

TY  - RPRT
AN  - 01163738
AU  - Bomar, Marsha Anderson
AU  - Becker, Erika P
AU  - Stollof, Edward R
AU  - Street Smarts
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - Urban Freight Case Studies: Orlando
PY  - 2009/11
SP  - 18p
AB  - This report documents notable practices in urban goods movement. Orlando is one of four urban areas selected for study. The other areas are Los Angeles, New York City, and Washington, DC. The case studies provide information on freight-related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. To develop the most useful case studies, FHWA conducted an extensive review of freight-related projects and strategies that provide practical information and transferable solutions to the challenges that confront urban goods movement. FHWA also conducted site visits and interviews with organizations involved in project implementation, including state departments of transportation, metropolitan planning organizations, city governments, and businesses.
KW  - Case studies
KW  - Commercial vehicle operations
KW  - Freight traffic
KW  - Orlando (Florida)
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10021/fhwahop10021.pdf
UR  - https://trid.trb.org/view/924310
ER  - 

TY  - RPRT
AN  - 01163734
AU  - Bomar, Marsha Anderson
AU  - Becker, Erika P
AU  - Stollof, Edward R
AU  - Street Smarts
AU  - Institute of Transportation Engineers (ITE)
AU  - Federal Highway Administration
TI  - Urban Freight Case Studies: New York
PY  - 2009/11
SP  - 30p
AB  - This report documents notable practices in urban goods movement. New York is one of four urban areas selected for study. The other areas are Los Angeles, Orlando, and Washington, DC. The case studies provide information on freight-related initiatives that mitigate congestion and improve the safety and efficiency of commercial vehicle travel in urban areas. To develop the most useful case studies, FHWA conducted an extensive review of freight-related projects and strategies that provide practical information and transferable solutions to the challenges that confront urban goods movement. FHWA also conducted site visits and interviews with organizations involved in project implementation, including state departments of transportation, metropolitan planning organizations, city governments, and businesses.
KW  - Case studies
KW  - Commercial vehicle operations
KW  - Freight traffic
KW  - New York (New York)
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Urban areas
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10019/fhwahop10019.pdf
UR  - https://trid.trb.org/view/924308
ER  - 

TY  - RPRT
AN  - 01162602
AU  - Federal Aviation Administration
TI  - Airport Improvement Program (AIP), FY 1982-FY 2009: FAA Alaskan Region Airport Divison
PY  - 2009/11
SP  - 95p
AB  - The Airport Improvement Program (AIP) provides grants to public agencies and, in some cases, to private owners and entities -- for the planning and development of public-use airports that are included in the National Plan of Integrated Airport Systems (NPIAS).
KW  - Airport Improvement Program
KW  - Airports
KW  - Alaska
KW  - Construction projects
KW  - Entitlement
KW  - Financial analysis
KW  - Planning and design
UR  - http://www.faa.gov/airports/alaskan/aip/media/aip_fy82_fy09.pdf
UR  - https://trid.trb.org/view/920658
ER  - 

TY  - RPRT
AN  - 01162044
AU  - Federal Highway Administration
TI  - Placer Parkway corridor preservation from State Route 70/99 to State Route 65, Sutter and Placer counties : environmental impact statement
PY  - 2009/11//Volumes held: Draft(2v), Revised draft, Final
KW  - California
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923028
ER  - 

TY  - RPRT
AN  - 01159896
AU  - Rakha, Hesham
AU  - Krechmer, Daniel
AU  - Cordahi, Gustave
AU  - Zohdy, Ismail
AU  - Sadek, Shereef
AU  - Arafeh, Mazen
AU  - Virginia Polytechnic Institute and State University, Blacksburg
AU  - Cambridge Systematics, Incorporated
AU  - Research and Innovative Technology Administration
TI  - Microscopic Analysis of Traffic Flow in Inclement Weather
PY  - 2009/11
SP  - 119p
AB  - Weather causes a variety of impacts on the transportation system. An Oak Ridge National Laboratory study estimated the delay experienced by American drivers due to snow, ice, and fog in 1999 at 46 million hours. While severe winter storms, hurricanes, or floodings can result in major stoppages or evacuations of transportation systems and cost millions of dollars, the day-to-day weather events such as rain, fog, snow, and freezing rain can have a serious impact on the mobility and safety of the transportation system users. Despite the documented impacts of adverse weather on transportation, the linkages between inclement weather conditions and traffic flow in existing analysis tools remain tenuous. This is primarily a result of limitations on the data used in research activities. The scope of this research included use of empirical data, where available, to estimate weather impacts on three categories of submodels related to driver behavior, longitudinal vehicle motion models (acceleration, deceleration and car-following models), lane-changing models and gap acceptance models. Empirical data were used to estimate impacts of adverse weather on longitudinal and gap acceptance models but no suitable datasets were identified for lane-changing models. Existing commercial microsimulation software packages were then reviewed to identify whether and how weather-related factors could be utilized in these models. The various submodels used in these packages to estimate longitudinal motion, lane-changing and gap acceptance models were evaluated. The research found that for the most part, weather-related factors could be incorporated into these models, although the techniques vary by package and by type of model. Additional empirical research is needed to provide confidence in weather-related adjustment factors, particularly as relates to ice and snow. This report concludes with some recommendations of future research related to weather and traffic flow. Additional work is proposed related to human factors and microscopic traffic modeling.
KW  - Human factors
KW  - Microscopic traffic flow
KW  - Microsimulation
KW  - Statistical analysis
KW  - Traffic models
KW  - Weather
KW  - Weather conditions
UR  - http://ntl.bts.gov/lib/32000/32500/32539/index.htm
UR  - http://ntl.bts.gov/lib/32000/32500/32539/tfiw_final.pdf
UR  - https://trid.trb.org/view/920362
ER  - 

TY  - RPRT
AN  - 01159892
AU  - Haas, R
AU  - Perry, E
AU  - Rephlo, J
AU  - Science Applications International Corporation
AU  - Federal Highway Administration
AU  - Research and Innovative Technology Administration
TI  - A Case Study on Applying the Systems Engineering Approach:
Best Practices and Lessons Learned from the Chattanooga
SmartBus Project
PY  - 2009/11
SP  - 34p
AB  - This report presents the results of a review of the systems engineering processes used during the Chattanooga Area Regional Transportation Authority’s (CARTA) SmartBus Project. The Smartbus Project is a comprehensive transit ITS program for the city of Chattanooga, Tennessee involving deployment of a wide array of transit ITS technologies. This review was part of the national evaluation of the SmartBus Project, a project that is being implemented in part with fiscal year (FY03) ITS Integration Program earmark funding and is being evaluated by the US Department of Transportation (USDOT) Intelligent Transportation Systems Joint Program Office (ITS JPO) and the Federal Transit Administration (FTA). This review highlights a number of features of CARTA’s approach to systems engineering that helped lead to the success of its ITS deployments. Some of these features were: (a) documenting their long-term vision for ITS, (b) avoiding the temptation to do too much too fast, (c) testing systems thoroughly before introducing them to operation, and (d) being willing to accept schedule delays when needed to help manage deployment risks. In the end, CARTA’s ITS program helped them evolve from an organization relying on manual processes and compartmentalized software systems to one with integrated applications and automated processes.
KW  - Bus transit
KW  - Chattanooga (Tennessee)
KW  - Data warehouses
KW  - Evaluation
KW  - Intelligent transportation systems
KW  - Systems engineering
UR  - http://ntl.bts.gov/lib/32000/32600/32672/61027_se.pdf
UR  - http://ntl.bts.gov/lib/32000/32600/32672/index.htm
UR  - https://trid.trb.org/view/920390
ER  - 

TY  - RPRT
AN  - 01159349
AU  - Martinez, Mark
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - The Rideability of a Deflected Bridge Approach Slab
PY  - 2009/11//Final Report
SP  - 60p
AB  - This report presents the findings associated with the development of a new pavement roughness index called the Posted Speed Localized Roughness Index (LRIPS) that can be used to rate the ride quality on bridge approach slabs. Currently established pavement roughness indices, such as ride number (RN), profile index (PI) and international roughness index (IRI) cannot effectively rate approach slabs due to inherent limitations. This study was initiated in support of a Louisiana Quality Initiative (LQI) research effort entitled “Preservation of Bridge Approach Rideability,” which sought to investigate methods of improving ride quality on bridge approach slabs [18]. The LRIPS is derived using the accelerometer outputs which high-speed profilers provide. Based on the data collected through this research, vehicle travel can be considered comfortable if the LRIPS is smaller than 1.2; uncomfortable if it is between 1.2 and 6.0; tolerable if between 6.0 and 30; intolerable if between 30 and 150 and unsafe if greater than 150.
KW  - Accelerometers
KW  - Bridge approaches
KW  - Pavement performance
KW  - Ride quality
KW  - Roughness
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_457.pdf
UR  - http://ntl.bts.gov/lib/32000/32800/32811/fr_457.pdf
UR  - https://trid.trb.org/view/919337
ER  - 

TY  - CONF
AN  - 01159196
AU  - Turnbull, Katherine F
AU  - Texas Transportation Institute
AU  - Battelle
AU  - Federal Highway Administration
TI  - 13th International HOV/HOT Systems Conference Partnerships for Innovation – Conference Proceedings
PY  - 2009/11//Technical Report
SP  - 113p
AB  - This report documents the proceedings of the "13th International HOV/HOT Systems Conference: Partnerships for Innovation." The Conference was held in Minneapolis, Minnesota on September 7-9, 2008. The proceedings summarize the presentations from the general session and the breakout sessions. The general sessions included presentations on the I-394 MnPASS High Occupancy Toll (HOT) lanes in Minnesota and the Minnesota Urban Partnership Agreement (UPA). A variety of topics were covered in the breakout sessions. Updates were provided on High Occupancy Vehicle (HOV) and HOT projects in metropolitan areas throughout the country, planning studies underway, and the UPA and Congestion Reduction Demonstration projects.
U1  - 13th International HOV/HOT Systems Conference: Partnerships for InnovationTransportation Research BoardFederal Highway AdministrationMinneapolis,Minnesota,United States StartDate:20080907 EndDate:20080909 Sponsors:Transportation Research Board, Federal Highway Administration
KW  - Conferences
KW  - Congestion mitigation
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Metropolitan areas
KW  - Planning
KW  - Traffic congestion
KW  - Urban Partnership Agreements
UR  - http://www.ops.fhwa.dot.gov/publications/fhwahop10008/fhwahop10008.pdf
UR  - https://trid.trb.org/view/919766
ER  - 

TY  - RPRT
AN  - 01158861
AU  - San Jose State University
AU  - California Department of Transportation
AU  - Research and Special Programs Administration
TI  - The Next Fifty Years: Addressing California's Mobility in a Time of Financial Challenges
PY  - 2009/11
SP  - 28p
AB  - The Mineta Transportation Institute, the Commonwealth Club and other sponsors hosted the Norman Y. Mineta National Transportation Policy Summit , the first of a two-part series on transportation financing. This report is an edited version of that program held on October 29, 2009. Panel members were Caltrans’ Interim CFO Norma Ortega, Metropolitan Transportation Commission Executive Director Steve Heminger, Federal Transit Authority Deputy Administrator Therese McMillan, and Mineta Transportation Institute’s Director of National Transportation Finance Center Asha Weinstein Agrawal. Who should pay for the transportation system, who will decide where and how to spend available funds, and the difficulties in finding funding sources are among the topic addressed.
KW  - California
KW  - Capital
KW  - Federal aid
KW  - Federal Highway Trust Fund
KW  - Government funding
KW  - Public private partnerships
KW  - Public transit
KW  - Transportation policy
UR  - http://www.transweb.sjsu.edu/MTIportal/research/publications/documents/2864%20Funding%20Transportation.pdf
UR  - https://trid.trb.org/view/918701
ER  - 

TY  - RPRT
AN  - 01157111
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Procedures for Establishing Speed Zones
PY  - 2009/11
SP  - 77p
AB  - The purpose of this manual is to provide the information and procedures necessary for establishing speed zones and advisory speeds on the state highway system. This manual is intended for use by entities with authority to set speed zones. It is only required to be used by the Texas Department of Transportation (TxDOT) and cities when establishing speed zones on the state highway system.
KW  - Advisory speeds
KW  - Manuals
KW  - Speed zones
KW  - Texas Department of Transportation
KW  - Traffic control
KW  - Traffic speed
UR  - http://onlinemanuals.txdot.gov/txdotmanuals/szn/index.htm
UR  - http://onlinemanuals.txdot.gov/txdotmanuals/szn/szn.pdf
UR  - https://trid.trb.org/view/917290
ER  - 

TY  - RPRT
AN  - 01157007
AU  - Mallela, Jagannath
AU  - Littleton, P
AU  - Hoffman, G
AU  - Gokhale, Salil
AU  - Ullman, G L
AU  - Applied Research Associates, Incorporated
AU  - Federal Highway Administration
TI  - I-85 Interchange Design-Build Project Using Prefabricated Bridge Elements in West Point, GA
PY  - 2009/11
SP  - 48p
AB  - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Georgia Department of Transportation (GDOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies to deliver an $81 million project in less time than conventional construction. This report documents the design-build project in Troup County to construct a new Interstate 85 interchange, 10 miles (16 kilometers) of four-lane frontage and access roadway, another bridge, and all other items associated with this large economic development project. The interchange includes prefabricated bridge substructure elements, used for the first time in the State. This report discusses the use of the design-build (D-B) contracting method, a first for Georgia, implemented under newly passed State legislation. The project also includes other firsts for Georgia, including requiring the D-B contractor to propose state-of-the-art methods to achieve performance expectations, the use of prefabricated elements to construct the bridge substructure and real-time traffic operations support through speed band monitoring on I-85. GDOT also set traffic incident response time goals for this project. Under conventional construction, the impact of this project on the traveling public was estimated at 30 months, but with the use of the D-B contracting technique and prefabricated bridge elements, the impact was reduced to only 16.5 months.
KW  - Bridge substructures
KW  - Highway design
KW  - Interchanges
KW  - Prefabricated bridges
KW  - Real time information
KW  - Traffic engineering
KW  - Traffic flow
KW  - Urban areas
KW  - West Point (Georgia)
UR  - http://www.fhwa.dot.gov/hfl/summary/pdfs/ga_111509.pdf
UR  - https://trid.trb.org/view/917287
ER  - 

TY  - RPRT
AN  - 01156901
AU  - National Highway Traffic Safety Administration
TI  - Ignition Interlocks - What You Need to Know: A Toolkit for Policymakers, Highway Safety Professionals and Advocates
PY  - 2009/11
SP  - 27p
AB  - Alcohol-impaired driving takes an enormous toll in the United States, killing approximately one person every 40 minutes. Despite continued efforts by enforcement, the judiciary, advocates and governmental agencies, nearly 13,000 people were killed in alcohol-impaired-driving crashes in 2007 (NHTSA 2008a). This number has remained remarkably stable for almost two decades after alcohol-involved fatalities declined significantly in the 1980s and early-to-mid 1990s. Many drivers involved in fatal alcohol-impaired-driving crashes have been arrested previously for driving while intoxicated (DWI). In 2007, drivers with a blood alcohol concentration (BAC) of .08 grams per deciliter or higher in fatal crashes were eight times more likely to have a prior conviction for driving while impaired than were drivers with no alcohol (NHTSA, 2008a). Technology presents exciting possibilities in the area of impaired-driving prevention. One promising strategy is the breath alcohol ignition interlock device (BAIID). A BAIID, or more simply an ignition interlock, is an after-market piece of technology installed in a motor vehicle to prevent a driver from operating the vehicle if the driver has been drinking. Before starting the vehicle, a driver must breathe into the device and if the driver’s BAC is over a pre-set limit, the ignition interlock will not allow the vehicle to start. Research shows that ignition interlocks reduce recidivism among both first-time and repeat DWI offenders, with reductions in subsequent DWI arrests ranging from 50 to 90 percent (Voas & Marques, 2003; Willis et al., 2005; Vezina, 2002; Tippetts & Voas, 1997; Coben & Larkin, 1999). Forty-seven States and the District of Columbia currently allow the use of alcohol ignition interlocks for at least some DWI offenders; only Alabama, South Dakota, and Vermont do not. Some States mandate ignition interlock use; in others, judges, State administrators or even the offenders themselves choose whether or not to apply this promising sanction. Seven States mandate the use of ignition interlocks for all offenders; 22 mandate use for repeat offenders. However, although approximately 1.4 million DWI arrests are made each year, the most recent national estimate reports only 146,000 alcohol ignition interlocks are currently in use with impaired driving offenders (Roth, 2008a). By preventing impaired drivers from starting and operating motor vehicles, the separation of an unsafe driver from a vehicle that has the potential to be a deadly weapon may prevent untold tragedy. This Tool Kit will advance the understanding of ignition interlock technology, improving its application as an effective strategy to save lives and prevent impaired driving.
KW  - Alcohol ignition interlock devices
KW  - Countermeasures
KW  - Drunk drivers
KW  - Fatalities
KW  - Highway safety
KW  - Impaired drivers
KW  - Recidivists
KW  - Repeat offenders
KW  - Traffic crashes
UR  - http://www.nhtsa.gov/staticfiles/nti/pdf/IgnitionInterlocks_811883.pdf
UR  - https://trid.trb.org/view/916472
ER  - 

TY  - SER
AN  - 01156665
JO  - Civil Engineering Studies, Illinois Center for Transportation Series
PB  - University of Illinois, Urbana-Champaign
AU  - Beranek, Shannon
AU  - Carpenter, Samuel H
AU  - University of Illinois, Urbana-Champaign
AU  - Illinois Department of Transportation
AU  - Federal Highway Administration
TI  - Fatigue Failure Testing in Section F
PY  - 2009/11//Research Report
IS  - 09-058
SP  - 62p
AB  - Project IHR-R39, titled “Validation of Design Concepts for Extended Life Hot Mix Asphalt Pavements (ELHMAP), was funded by the Illinois Department of Transportation (IDOT) to develop data in support of the philosophy of design and performance of the newly proposed concept of Perpetual Pavements (PP). The concept of a PP was to have a rut-resistant surface, a fatigue-resistant asphalt rich lower layer, and sufficient total thickness to eliminate the development of fatigue cracking. The total thickness would produce a tensile strain at the bottom of the asphalt layers that would be below 70 micro strain during the hottest period of the year. A major part of the testing was directed toward developing updated laboratory fatigue algorithms for current IDOT mixtures. The full scale test sections included a six-inch-thick section constructed for testing to fatigue failure. This testing was designed to illustrate the degree of conservatism involved in using the laboratory design fatigue algorithms relative to actual testing in the field. This report describes the testing and results that support the concept of healing, rest periods between wheel loads, in extending the fatigue life in the field relative to the laboratory predictions. The testing reported here supports a life extension ranging from 10 to 20 based on field crack development.
KW  - Algorithms
KW  - Asphalt pavements
KW  - Failure
KW  - Fatigue cracking
KW  - Hot mix asphalt
KW  - Pavement design
KW  - Perpetual pavements
KW  - Service life
KW  - Tension
KW  - Test sections
KW  - Thickness
UR  - https://www.ideals.illinois.edu/bitstream/handle/2142/45970/FHWA-ICT-09-058.pdf?sequence=2
UR  - https://trid.trb.org/view/917708
ER  - 

TY  - RPRT
AN  - 01156646
AU  - Carey, Graham
AU  - Bauer, Thomas
AU  - Giese, Karen
AU  - National Bus Rapid Transit Institute
AU  - Federal Transit Administration
TI  - Bus Lane with Intermittent Priority (BLIMP) Concept Simulation Analysis
PY  - 2009/11
SP  - 31p
AB  - The Lane Transit District, in cooperation with the National Bus Rapid Transit Institute (NBRTI) at the University of South Florida, completed a preliminary implementation study to determine the potential impacts of a new and innovative transit priority treatment along a BRT corridor in Eugene, Oregon. The bus lane with intermittent priority (BLIMP) utilizes dynamic lane assignment to designate an exclusive bus lane on a temporary, bus-actuated basis. The temporary lane is designated via overhead variable message signs and in-ground dynamic lane markings. With no existing reference, PTV America, Inc. undertook the development of a VISSIM microscopic traffic and transit simulation model for the study corridor in Eugene, Oregon. The simulation model was used to identify potential benefits and disadvantages of the BLIMP concept and to compare BLIMP to other potential BRT treatments including no-build, transit signal priority, and exclusive bus lanes. The results indicate that travel time and travel time reliability would improve upon implementation of the BLIMP concept while having minimal impact on overall intersection delay. Additionally, evaluation of movement delays indicated that concurrent movements would see improvement while conflicting movements would see minimal change with the BLIMP concept.
KW  - Bus priority
KW  - Bus rapid transit
KW  - Dynamic lane assignment
KW  - Dynamic road markings
KW  - Eugene (Oregon)
KW  - Intermittent bus lanes
KW  - Lane Transit District
KW  - Microsimulation
KW  - Traffic delays
KW  - Travel time
KW  - Travel time reliability
KW  - Variable message signs
KW  - VISSIM (Computer model)
UR  - http://www.nbrti.org/docs/pdf/BLIMP%20FINAL%20REPORT%20APRIL%2019%202010_508.pdf
UR  - https://trid.trb.org/view/917660
ER  - 

TY  - RPRT
AN  - 01156642
AU  - Berg, Ryan R
AU  - Christopher, Barry R
AU  - Samtani, Naresh C
AU  - Ryan R. Berg & Associates, Incorporated
AU  - National Highway Institute
TI  - Design of Mechanically Stabilized Earth Walls and Reinforced Soil Slopes – Volume II
PY  - 2009/11
SP  - 404p
AB  - This manual is the reference text used for the Federal Highway Administration (FHWA) National Highway Institute (NHI) courses No. 132042 and 132043 on Mechanically Stabilized Earth (MSE) Walls and Reinforced Soil Slopes (RSS) and reflects current practice for the design, construction and monitoring of these structures. This manual was prepared to enable the engineer to identify and evaluate potential applications of MSE walls and RSS as an alternative to other construction methods and as a means to solve construction problems. The scope is sufficiently broad to be of value for specifications specialists, construction personnel and contracting personnel responsible for construction inspection, development of material specifications and contracting methods. With the aid of this text, the engineer should be able to properly select, design, specify, monitor and contract for the construction of MSE walls and RSS embankments. The MSE wall design within this manual is based upon Load and Resistance Factor Design (LRFD) procedures. This manual is a revision (to LRFD) and an update to the FHWA NHI-00-043 manual, which was based upon allowable stress design (ASD) procedures. Volume II contains Chapters 8 through 11 and the appendices.
KW  - Construction
KW  - Contracting
KW  - Design
KW  - Embankments
KW  - Load and resistance factor design
KW  - Manuals
KW  - Mechanically stabilized earth
KW  - Retaining walls
KW  - Specifications
KW  - State of the practice
UR  - http://www.fhwa.dot.gov/
UR  - https://trid.trb.org/view/917642
ER  - 

TY  - RPRT
AN  - 01156641
AU  - Berg, Ryan R
AU  - Christopher, Barry R
AU  - Samtani, Naresh C
AU  - Ryan R. Berg & Associates, Incorporated
AU  - National Highway Institute
TI  - Design of Mechanically Stabilized Earth Walls and Reinforced Soil Slopes – Volume I
PY  - 2009/11
SP  - 332p
AB  - This manual is the reference text used for the Federal Highway Administration (FHWA) National Highway Institute (NHI) courses No. 132042 and 132043 on Mechanically Stabilized Earth (MSE) Walls and Reinforced Soil Slopes (RSS) and reflects current practice for the design, construction and monitoring of these structures. This manual was prepared to enable the engineer to identify and evaluate potential applications of MSE walls and RSS as an alternative to other construction methods and as a means to solve construction problems. The scope is sufficiently broad to be of value for specifications specialists, construction personnel and contracting personnel responsible for construction inspection, development of material specifications and contracting methods. With the aid of this text, the engineer should be able to properly select, design, specify, monitor and contract for the construction of MSE walls and RSS embankments. The MSE wall design within this manual is based upon Load and Resistance Factor Design (LRFD) procedures. This manual is a revision (to LRFD) and an update to the FHWA NHI-00-043 manual, which was based upon allowable stress design (ASD) procedures. Volume I contains Chapters 1 through 7.
KW  - Construction
KW  - Contracting
KW  - Design
KW  - Embankments
KW  - Load and resistance factor design
KW  - Manuals
KW  - Mechanically stabilized earth
KW  - Retaining walls
KW  - Specifications
KW  - State of the practice
UR  - http://www.fhwa.dot.gov/engineering/geotech/pubs/nhi10024/nhi10024.pdf
UR  - https://trid.trb.org/view/917639
ER  - 

TY  - RPRT
AN  - 01156595
AU  - Mallela, Jagannath
AU  - Glover, Leslie Titus
AU  - Darter, Michael I
AU  - Von Quintus, Harold L
AU  - Gotlif, Alex
AU  - Stanley, Mark
AU  - Sadasivam, Suri
AU  - Applied Research Associates, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Implementing NCHRP 1-37A M-E Design Procedures in Ohio: Volume 1— Summary of Findings, Implementation Plan, and Next Steps
PY  - 2009/11//Final Report
SP  - 112p
AB  - Highway agencies across the nation are moving towards implementation of the new AASHTO Mechanistic-Empirical Pavement Design Guide (MEPDG) for pavement design. The benefits of implementing the MEPDG for routine use in Ohio includes (1) achieving more cost effective and reliable pavement designs, (2) lower initial and life cycle costs to the agency, and (3) reduced highway user impact due to lane closures for maintenance and rehabilitation of pavements. Implementation of the MEPDG is a process that requires time and agency resources (staffing, training, testing facilities including equipment, and so on). A key requirement is validating the MEPDG’s nationally calibrated pavement distress and smoothness prediction models when applied under Ohio conditions and performing local calibration if needed. Feasibility of using the MEPDG’s national models in Ohio was investigated under this study using data from a limited number of Long-Term Pavement Performance (LTPP) projects located in Ohio. Results based on limited data showed inadequate goodness of fit and significant bias in a number of the MEPDG new hot mix asphalt (HMA) pavement and jointed plain concrete pavement (JPCP) performance prediction models. Limited recalibration of these models showed promising results indicating that a full-scale recalibration effort using a more extensive database assembled from projects located throughout the state is feasible. This report, which is Volume 1 of 4, summarizes the findings of the entire Ohio MEPDG implementation effort (literature review, sensitivity analysis, and local validation and calibration of MEPDG models) conducted as part of this study. In addition, this volume presents future steps the Ohio Department of Transportation (ODOT) needs to consider to fully implement the MEPDG in Ohio.
KW  - Asphalt pavements
KW  - Calibration
KW  - Concrete pavements
KW  - Guidelines
KW  - Implementation
KW  - Literature reviews
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Ohio
KW  - Pavement performance
KW  - Sensitivity analysis
KW  - Validation
UR  - http://worldcat.org/oclc/528837439/viewonline
UR  - https://trid.trb.org/view/917273
ER  - 

TY  - RPRT
AN  - 01156592
AU  - Glover, Leslie Titus
AU  - Mallela, Jagannath
AU  - Applied Research Associates, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Implementing NCHRP 1-37A M-E Design Procedures in Ohio: Volume 4—MEPDG Models Validation & Recalibration
PY  - 2009/11//Final Report
SP  - 99p
AB  - The development of the Mechanistic-Empirical Pavement Design Guide (MEPDG) under National Cooperative Highway Research Program (NCHRP) projects 1-37A and 1-40D has significantly improved the ability of pavement designers to model and simulate the effects of traffic and climate on future pavement damage, distress, and smoothness. With the adoption of the MEPDG as an American Association of State Highway and Transportation Officials (AASHTO) Interim Guide for Pavement Design, the next step is to integrate the MEPDG into the mainstream of pavement design procedures of State highway agencies across the U.S. The objective of this project was to implement the MEPDG for the Ohio Department of Transportation. More specifically, this study investigated a key requirement for integrating the MEPDG into current Ohio Department of Transportation (ODOT) pavement design procedures, that is, evaluating the adequacy of global calibration factors for predicting pavement performance in Ohio and, if needed, developing local calibration factors. Using very limited data from a few Long-Term Pavement Performance (LTPP) projects located at one site in central Ohio, the study found that the prediction capacities of the MEPDG new hot mix asphalt (HMA) rutting and smoothness (IRI) models and the new jointed plain concrete pavement (JPCP) IRI model needed to be calibrated for Ohio conditions. The HMA alligator cracking model was not evaluated because of lack of adequate data. The results of a limited recalibration of these models are presented in this report, Volume 4 of four volumes. Further evaluation and recalibration is recommended using a more comprehensive database containing both HMA and JPCP projects that reflect Ohio pavement design and construction practices as well as climate and subgrade conditions.
KW  - Asphalt pavements
KW  - Calibration
KW  - Concrete pavements
KW  - Guidelines
KW  - Implementation
KW  - Mathematical models
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Ohio
KW  - Pavement design
KW  - Pavement performance
KW  - Recalibration
KW  - Validation
UR  - http://worldcat.org/oclc/528837439/viewonline
UR  - https://trid.trb.org/view/917286
ER  - 

TY  - RPRT
AN  - 01156591
AU  - Mallela, Jagannath
AU  - Glover, Leslie Titus
AU  - Darter, Michael I
AU  - Von Quintus, Harold L
AU  - Gotlif, Alex
AU  - Stanley, Mark
AU  - Applied Research Associates, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Implementing NCHRP 1-37A M-E Design Procedures in Ohio: Volume 3—Sensitivity Analysis
PY  - 2009/11//Final Report
SP  - 195p
AB  - The new Mechanistic-Empirical Pavement Design Guide (NCHRP 1-37A and 1-40D) is based on fundamental engineering principles and is far more comprehensive than the current empirical AASHTO Design Guide developed for conditions more than 40 years previous. The implementation process will require a number of years and additional resources for staffing, obtaining inputs (e.g., new equipment), and training. The benefits of implementation are very significant and range from achieving more cost effective and reliable designs, to lower initial and life cycle costs to the agency, to reduced highway user impact due to lane closures for maintenance and rehabilitation of pavements. This report addresses a key aspect of the implementation process that is identification of the most significant inputs based on current Ohio Department of Transportation (ODOT) design and material specifications and Ohio site conditions (traffic, climate, subgrade). Identification of the most significant inputs was done by performing a comprehensive sensitivity analysis. Practical recommendations are made for each input studied. The results presented in this report, Volume 3 of four volumes, are part of the first phase of a process to implement the new design guide in Ohio.
KW  - Asphalt pavements
KW  - Bituminous overlays
KW  - Concrete overlays
KW  - Concrete pavements
KW  - Guidelines
KW  - Implementation
KW  - Input data
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Ohio
KW  - Pavement design
KW  - Sensitivity analysis
UR  - http://worldcat.org/oclc/528837439/viewonline
UR  - https://trid.trb.org/view/917283
ER  - 

TY  - RPRT
AN  - 01156585
AU  - Mallela, Jagannath
AU  - Glover, Leslie Titus
AU  - Liang, Robert Y
AU  - Chou, Eddie Y J
AU  - Applied Research Associates, Incorporated
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Guidelines for Implementing NCHRP 1-37A M-E Design Procedures in Ohio: Volume 2—Literature Review
PY  - 2009/11//Final Report
SP  - 123p
AB  - The development of the Mechanistic-Empirical Pavement Design Guide (MEPDG) under National Cooperative Highway Research Program (NCHRP) projects 1-37A and 1-40D has significantly improved the ability of pavement designers to model and simulate the effects of the combination of traffic and climate on future pavement damage, distress, and smoothness. With the adoption of the MEPDG as an American Association of State Highway and Transportation Officials (AASHTO) Interim Guide for Pavement Design, the next step is to integrate the MEPDG into the mainstream of pavement design procedures of State highway agencies across the U.S. The objective of this project is to implement the MEPDG for the Ohio Department of Transportation. To successfully accomplish this objective, it was important to review significant literature published on the MEPDG to identify issues related to the implementation of the MEPDG as a design standard and review feedback on how effective the MEPDG is as a pavement design tool among others. Since the completion of the MEPDG in 2004, there have been significant efforts by State highway agencies (SHAs), transportation organizations (e.g., FHWA, NCHRP), and others to evaluate the MEPDG design procedure (e.g., models, algorithms) and implement the MEPDG as a pavement design standard, or to adopt the MEDPG as part of existing or new pavement design, evaluation, and analysis procedure. A detailed overview of some of the key activities undertaken or in the process of being undertaken nationwide and in Ohio is presented in this report, Volume 2 of four volumes.
KW  - Design standards
KW  - Guidelines
KW  - Implementation
KW  - Literature reviews
KW  - Mechanistic-Empirical Pavement Design Guide
KW  - Ohio
KW  - Pavement design
UR  - http://worldcat.org/oclc/528837439/viewonline
UR  - https://trid.trb.org/view/917280
ER  - 

TY  - RPRT
AN  - 01155838
AU  - Miller, Richard A
AU  - Swanson, James A
AU  - Engel, Richard
AU  - Nusairat, Jamal
AU  - Walters, Richard
AU  - Barnhart, James
AU  - University of Cincinnati
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of the Effectiveness of the Strategic Initiative 9 Pilot Bridge Concepts
PY  - 2009/11
SP  - 99p
AB  - Ohio DOT created Strategic Initiative 9 to study ways to build bridges faster, smarter and better. This report examines the construction of 6 bridges. For three bridges, one continuous for live load steel stringer, one simple span steel beam with precast deck panels and an adjacent precast slab panel bridge the speed of construction was studied. For three adjacent box beam bridges, the use of lateral post-tensioning as a means of improving performance was studied. The main conclusion of the study was that the success or failure of the project was not caused by technical issues, but by human issues. Specifically, successful project had well done plans and specifications, used pre-bid and pre-construction meetings to get information to the contractor, used partnering, had all parties aligned to the same goals, had good change management and allowed significant latitude to field personnel to make decisions. It was also found that unless incentives/disincentives were very large, they did not make a difference. Finally, lateral post-tensioning was found to be effective at improving the structural behavior the adjacent box girder bridge, even at post-tensioning levels less than required by the AASHTO LRFD Specifications.
KW  - Bridges
KW  - Construction
KW  - Construction management
KW  - Planning
KW  - Posttensioning
UR  - http://worldcat.org/oclc/537696762/viewonline
UR  - http://ntl.bts.gov/lib/55000/55800/55854/FHWA-OH-2009-10_EXEC_SUMMARY.PDF
UR  - https://trid.trb.org/view/916454
ER  - 

TY  - RPRT
AN  - 01155805
AU  - Federal Railroad Administration
TI  - High Speed Passenger Rail Safety Strategy. Version 1.0
PY  - 2009/11
SP  - 31p
AB  - Preface to Version 1.0; Introduction (The History of High-Speed Rail, Safety and High-Speed Rail Going Forward); Strategy; Prevention (Vehicle Track Interaction, Positive Train Control, Grade Crossing Safety, Maintenance-of-Way Safety Management, Right-of-Way Safety, Real-Time System Monitoring); Mitigation (Structural Standards, Cab Car Forward, Fuel Tank Integrity); Emergency Management; System Safety Programs; Next Steps; Appendix A: Current Requirements and Open Issues; Appendix B: Potential Tier Structure for Passenger Systems.
KW  - High speed ground transportation
KW  - High speed rail
KW  - Passenger transportation
KW  - Railroad safety
KW  - Railroad transportation
KW  - Train operations
UR  - http://www.fra.dot.gov/downloads/safety/HSRSafetyStrategy110609.pdf
UR  - https://trid.trb.org/view/916414
ER  - 

TY  - RPRT
AN  - 01155458
AU  - Mortensen, Steven
AU  - Cain, Alasdair
AU  - Van Nostrand, Caleb
AU  - Federal Transit Administration
AU  - National Bus Rapid Transit Institute
TI  - Miami Urban Partnership Agreement (UPA) Project Phase 1A –Transit Evaluation Report
PY  - 2009/11
SP  - 59p
AB  - This report documents an evaluation of the transit elements of Phase 1A of the Miami Urban Partnership Agreement (UPA) project—one of the U.S. Department of Transportation’s UPA program sites. The project is being implemented by the Florida Department of Transportation (FDOT), Florida’s Turnpike Enterprise, Miami Dade County Transit, Broward County Transit, and South Florida Commuter Services, to alleviate traffic congestion on the I-95 corridor between I-595 in Broward County and I-395 in Miami-Dade County. Phase 1A work involved replacing the existing High Occupancy Vehicle (HOV) lanes with ‘95 Express Lanes’ which are based on the High Occupancy Toll (HOT) concept. This report discusses the impacts of Phase 1A improvements on transit performance, mode shift to transit, and congestion mitigation. The study findings indicate that implementation of express lanes (Miami Phase 1A) has significantly impacted the northbound travel times of 95 Express bus routes between downtown Miami and Golden Glades Interchange, with travel times on this 7.5 mile section decreasing from 25 minutes to 8 minutes on average.
KW  - Bus rapid transit
KW  - High occupancy toll lanes
KW  - Miami (Florida)
KW  - Mode choice
KW  - Traffic congestion
KW  - Traffic mitigation
KW  - Travel time
KW  - Urban transit
UR  - http://www.fta.dot.gov/documents/MiamiUPA_TransitEvaluationReport_Phase1A.pdf
UR  - https://trid.trb.org/view/916310
ER  - 

TY  - SER
AN  - 01155114
JO  - TechBrief
PB  - Federal Highway Administration
AU  - Molino, John
AU  - Federal Highway Administration
TI  - Simulator Evaluation of Low-Cost Safety Improvements on Rural Two-Lane Undivided Roads: Nighttime Delineation for Curves and Traffic Calming for Small Towns
PY  - 2009/11
SP  - 8p
AB  - This document is a technical summary of the Federal Highway Administration report, Simulator Evaluation of Low-Cost Safety Improvements on Rural Two-Lane Undivided Roads: Nighttime Delineation for Curves and Traffic Calming for Small Towns, FHWA-HRT-09-061. The Federal Highway Administration (FHWA) organized 26 States to participate in the FHWA Low Cost Safety Improvements Pooled Fund Study as part of its strategic highway safety plan support effort. The purpose of the pooled fund study is to estimate the safety effectiveness for several of the unproven low-cost safety strategies identified in the National Cooperative Highway Research Program (NCHRP) Report 500 Series. One of the strategies chosen to be evaluated for this study is improved curve delineation, which is intended to reduce the frequency of curve-related crashes by providing more conspicuous signing and lane markings. In this study, a driving simulator experiment was conducted to evaluate two sets of alternative low-cost safety improvements for rural areas based on Technical Advisory Committee recommendations from the 2007 Annual Meeting. The first set of improvements was directed toward enhancing the visibility of curves on rural two-lane undivided roads at night. It focused on achieving advanced detection and speed reduction in such curves. The second set of improvements was directed toward slowing traffic on rural two-lane undivided roads in small towns during the day by focusing on traffic calming within the towns.
KW  - Countermeasures
KW  - Driving simulators
KW  - Highway curves
KW  - Highway safety
KW  - Night visibility
KW  - Road markings
KW  - Rural highways
KW  - Small towns
KW  - Traffic calming
KW  - Traffic crashes
KW  - Two lane highways
KW  - Undivided highways
UR  - http://www.fhwa.dot.gov/publications/research/safety/09062/09062.pdf
UR  - https://trid.trb.org/view/915780
ER  - 

TY  - RPRT
AN  - 01155082
AU  - Ledingham, Katherine
AU  - Tison, Julie
AU  - Casanova, Tara
AU  - Preusser, David
AU  - Preusser Research Group, Incorporated
AU  - National Highway Traffic Safety Administration
TI  - Increasing Seat Belt Use in New York City: Evaluation of a Demonstration Project
PY  - 2009/11//Final Report
SP  - 68p
AB  - A high-visibility seat belt enforcement program was implemented along Northern Boulevard and surrounding neighborhoods in northern Queens, New York City. The goal was to determine if high-visibility enforcement could increase belt use in a localized diverse community within a major city. Enforcement levels were substantial. Nearly 6,000 tickets were issued across the four program waves conducted about every three months from June 2007, through April 2008. Media consisted of locally placed billboards and posters plus substantial police presence including 160 belt use checkpoints. Residents recalled seeing the billboards, posters, and the police checkpoints. Belt use along Northern Boulevard increased significantly over the life of the program (p<.05) and as compared to similar measurements conducted along Grand Concourse in the Bronx, a comparison area (p<.01). It was concluded that an urban police agency, with strong leadership and sufficient resources, can increase belt use along a known high-risk corridor without purchasing prohibitively expensive citywide media.
KW  - Demonstration projects
KW  - Queens (New York, New York)
KW  - Seat belts
KW  - Traffic law enforcement
KW  - Utilization
UR  - https://trid.trb.org/view/915845
ER  - 

TY  - RPRT
AN  - 01155081
AU  - Guzman, Laura
AU  - Kupfer, Doris M
AU  - Burian, Dennis
AU  - University of Central Oklahoma, Edmond
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Testing MiniSTR Primers for Addition to a PCR-Based Forensic Specimen
Identification Protocol
PY  - 2009/11//Final Report
SP  - 10p
AB  - An assay has been developed for polymerase chain reaction (PCR)-based human identity testing using the Federal Bureau of Investigation’s human Combined DNA Identity System (CODIS) primers. Recent forensic literature has identified difficulties using these primers due to amplicon size and the degraded nature of DNA from forensic samples. Primers termed mini Short-Tandem Repeat (STR) primers targeted to the same loci as the CODIS primers but which have smaller amplicons have been developed. Two of the three miniSTR primer pairs examined with our established assay were successfully tested with forensic DNA. This allowed the substitution of new primers for detection of a locus, D16S539, which was poorly defined in our assay and the addition of a primer pair for a locus, FGA, not previously included. The replacement of the D16S539 CODIS primers with the miniSTR primers will provide more accurate results for this locus. The addition of the FGA mini STR primers to the core set of tested loci will increase the overall power of discrimination of our assay.
KW  - Bioassay
KW  - Forensic medicine
KW  - Genotyping
KW  - Specimens
KW  - Testing
UR  - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200921.pdf
UR  - https://trid.trb.org/view/916014
ER  - 

TY  - RPRT
AN  - 01155058
AU  - Federal Railroad Administration
TI  - Highway-Rail Grade Crossing Guidelines for High-Speed Passenger Rail
PY  - 2009/11//Version 1.0
SP  - 25p
AB  - Highway‐rail grade crossings pose inherent hazards to train operations, as they do to motor vehicles, non‐motorized vehicles, and pedestrians. Since the issuance of the Secretary’s Highway‐Rail Grade Crossing Action Plan in 1994, U.S. Department of Transportation (DOT) policy has supported consolidation of crossings on active rail lines. Where an at‐grade crossing cannot be eliminated, provisions must be made to ensure that the roadway approaches and crossing surface are suitable for all traffic, that sufficient warning is provided of the approach of trains, and that management of the highway‐rail intersection is coordinated with other intersections involving nearby roads. In addition to the consolidation of crossings and engineering improvements at crossings that remain, DOT policy has stressed— (1) Education and awareness to prepare drivers for challenges at highway‐rail grade crossings; and (2) Enforcement of traffic laws at crossings. In addition, the Federal Railroad Administration (FRA) has taken actions to better ensure the conspicuity of rail equipment and to provide for effective audible warnings or compensating safety measures. This general approach is equally relevant without regard to the type or speed of rail traffic. However, where rail lines carry high‐speed passenger trains, special care must be observed to ensure that road traffic does not present an obstruction that could result in a collision and subsequent derailment. The presence of both high‐speed passenger trains and slower-moving trains creates another dimension of risk, warranting additional attention to governance of all traffic over the highway‐rail intersection. Under these circumstances, exclusive reliance on sight distance or audible warnings to judge the arrival of trains is not practical. Particularly where there are two or more tracks, the potential for an event involving more than the single train initially impacting a road user adds to the potential for additional risk.  This paper addresses these issues in the following eight chapters.  The table of contents lists these chapter headings:  1. Consolidation and Grade Separation;  2. Safety Improvements at Private Crossings -  a. Public Access Crossings,  b. Industrial Crossings,  c. Residential Crossings,  d. Agricultural Crossings;   3. “Sealed Corridors”;   4. Warning Systems and Other Highway Traffic Control Devices -  a. Interconnection and Supplementary Traffic Control,   b. Presence Detection,  c. Remote Health Monitoring;  5. Train Control Integration;   6. Barrier Systems;   7. Pedestrian and Trespass Considerations; and   8. Systems Approach.
KW  - Consolidations
KW  - Countermeasures
KW  - Grade separations
KW  - High speed rail
KW  - Highway safety
KW  - Passenger trains
KW  - Pedestrian safety
KW  - Railroad grade crossings
KW  - Railroad safety
UR  - http://www.fra.dot.gov/eLib/Details/L03536
UR  - https://trid.trb.org/view/916033
ER  - 

TY  - RPRT
AN  - 01155049
AU  - Maser, Kenneth R
AU  - Puccinelli, Jason
AU  - Infrasense, Incorporated
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Ground Penetrating Radar (GPR) Analysis: Phase I
PY  - 2009/11//Phase I Report
SP  - 105p
AB  - The objective of this work is to evaluate the feasibility of expanding the Montana Department of Transportation's (MDT's) Ground Penetrating Radar (GPR) program to a broader range of pavement evaluation activities. Currently, MDT uses GPR in conjunction with its Falling Weight Deflectometer (FWD) data collection program to provide layer thickness data for backcalculation. This program has included a review of literature and software dealing with pavement applications of GPR, a survey of state highway agency (SHA) use of GPR for pavement applications, a review of MDT's GPR program, and a review of MDT's pavement structures, environment, and pavement management, and rehabilitation practices. A detailed review of 47 documented studies shows that GPR pavement thickness measurements typically fall within 2-10% of core values for the bound layers. Most of these studies have used a 1.0 GHz horn antenna (vs. the 2.0 GHz antenna currently used by MDT). Accuracy of the unbound material is less precisely documented. The survey of SHA GPR practice supports the application of GPR for pavement thickness measurements—some agencies use GPR on a regular basis, while others use GPR on a project-specific basis. The application of GPR for measuring density of new AC pavement is currently being developed by Texas and Florida DOTs. Montana's pavement network is 97% AC, with mostly aggregate base but some areas with cement-treated base, and maintenance is typically carried out using chip seals. Based on an evaluation of MDT's rehabilitation and reconstruction practices, it appears that the GPR program can be expanded to provide useful information for the following applications: (a) calculation of structural number for pavement reconstruction and rehabilitation design; (b) insuring proper depth control for mill and fill rehabilitation, and cold in-place recycling; (c) improved structural capacity calculation for network level evaluation; and (d) quality assurance of new pavement thickness and density. In order to investigate the feasibility and value of these program expansions, it is recommended that a field evaluation project be designed and implemented to evaluate the accuracy of GPR pavement thickness (and density) data on Montana pavements, and to correlate these findings with the accuracy requirements of the individual applications.
KW  - Density
KW  - Ground penetrating radar
KW  - Pavement layers
KW  - Pavements
KW  - Quality assurance
KW  - Rehabilitation (Maintenance)
KW  - Structural number (Pavements)
KW  - Thickness
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/gpr/final_report.pdf
UR  - http://www.mdt.mt.gov/research/projects/pave/gpr.shtml
UR  - http://ntl.bts.gov/lib/45000/45800/45847/final_report69.pdf
UR  - https://trid.trb.org/view/916083
ER  - 

TY  - RPRT
AN  - 01154733
AU  - Greenfeld, Joshua S
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Water Level Determination for Transportation Projects: Mean High Water Manual
PY  - 2009/11//Final Report
SP  - 129p
AB  - To ensure proficient network management and safe usage of navigable waterways especially in waters that are subject to tides, it is essential that the height of the water at various tidal phases be known. This knowledge is also essential for property ownership determination and for construction projects in areas that are subjected to tidal waters. Construction applications that require the knowledge of various tidal water levels include determination and implementation of bridge clearances, design of caissons, cofferdams, fenders, and weep holes. Bridge clearances are calculated from tide observations, tide predictions and an assessment of the size of vessels expected to travel beneath them. Additional considerations that are to be addressed during bridge construction are minimum underclearances necessary to operate construction equipment, the season of construction and its effect on the water level, regulatory requirements of agencies such as the US Coast Guard, etc. Water levels and clearances are expressed in terms of elevations in a particular height system. To avoid implementation errors, it is essential that proper research, analysis, methods and procedures be exercised prior to construction to ensure that a consistent height system is being used. Insufficient determination of the current water levels and misunderstanding of height systems could become a public safety problem and/or result in property damage or damage to the integrity of the transportation network. The objective of this manual is to establish a uniform New Jersey Department of Transportation (NJDOT) procedure for determining water level as applied to safety, construction projects, and bridge clearances determination in tidal areas. It includes an introduction to the phenomena of tides, discussions on tidal and vertical datum, legal issues of tides, and methods for establishing the mean high water (MHW) at a construction site. The manual includes a detailed outline of a MHW study that consists of planning, observation sessions, data reductions, computations, quality assessment of the established MHW and documentation of the established MHW. NJDOT consultants and in house staff should use the manual as a general reference for work in areas subject to tidal waters.
KW  - Caissons
KW  - Clearances (Bridges)
KW  - Cofferdams
KW  - Construction projects
KW  - Fenders (Wharves)
KW  - Inland waterways
KW  - Manuals
KW  - Mean high water
KW  - New Jersey
KW  - Tides
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-014.pdf
UR  - https://trid.trb.org/view/915903
ER  - 

TY  - RPRT
AN  - 01154214
AU  - Lindquist, Peter S
AU  - University of Toledo
AU  - Department of Transportation
TI  - Regional Freight Information Resources for Market Opportunities in the Great Lakes Maritime Transportation System: Phase II
PY  - 2009/11//Phase II Report
SP  - 17p
AB  - The Great Lakes Maritime Information Delivery System (GLMIDS) is designed to facilitate the acquisition, storage, management, analysis and exchange of data between analysts and decision-makers within maritime commerce. (See http://maritime.utoledo.edu). This project is one aspect of a long-term effort to develop and manage a comprehensive data repository and information clearinghouse for maritime stakeholders within the Great Lakes. The intent of this particular project is to expand the information gathering efforts to include Automatic Identification System (AIS) vessel tracking and to incorporate these data into the comprehensive maritime database. The main objective for the system is to promote sustainable maritime transportation in the region by serving as an information resource for public policy decision-making and for drawing the link between maritime freight movements, economic viability, and environmental quality throughout the Great Lakes and St. Lawrence Seaway. The system is designed to be a diversified web-based information delivery site that houses a detailed data repository consisting of 1) vessel movements and commodity flows, 2) port and dock functions, 3) regional economic activity, and 4) regional population/socioeconomic patterns. One important element of this phase of the project is the development of methods and techniques needed to acquire data through AIS in the Great Lakes. The project team has worked with third party data providers to obtain vessel movements and port calls down to the specific dock location. These data are aggregated into the system's data repository as a means to measure the volume of traffic and cargo flows through the system. In time, the project team can use these data to track trends in ship traffic, identify locations for intermodal connections to landside transportation networks, and to provide an important foundation for developing a Great Lakes Maritime Exchange (GLMX) for the system. This project will also enable the expansion of the information delivery system to provide data pertaining to the economic impact of great lakes shipping on the regional economy, linking the Great Lakes Marine Transportation System (GL MTS) to the wider regional intermodal freight system. Users can thus retrieve data concerning such factors as tonnages, value of cargo, scheduled service, ship technologies, dock and port facilities and intermodal connections. The overall work on this project supports the maritime industry by supplying users with access to a multitude of current, accurate data and market accessibility tools that are essential for identifying which market segments can be effectively served by the GL MTS.
KW  - Accessibility
KW  - Automatic vessel identification systems
KW  - Commodity flow
KW  - Data collection
KW  - Decision making
KW  - Economic impacts
KW  - Economics
KW  - Environmental quality
KW  - Freight transportation
KW  - Great Lakes
KW  - Information systems
KW  - Markets
KW  - Public policy
KW  - Regional economics
KW  - Trade
KW  - Vessel movements
KW  - Water transportation
KW  - Web-based systems
UR  - http://www.utoledo.edu/research/ututc/docs/UTCLindquist_Phase_II_Final.pdf
UR  - https://trid.trb.org/view/915841
ER  - 

TY  - RPRT
AN  - 01153610
AU  - Bregman, Susan
AU  - Berendes, Christoph
AU  - Gerty, Rosemary
AU  - Miller, Lauren
AU  - Commonwealth Environmental Systems
AU  - TranSystems Corporation
AU  - Federal Transit Administration
TI  - Connecting People to Employment and Enhancing Mobility for People with Disabilities: An Evaluation of Job Access and Reverse Commute (JARC) and New Freedom Program Services Provided in 2007 and 2008
PY  - 2009/11//Final Report
SP  - 102p
AB  - The Job Access Reverse Commute (JARC) program was established to address the unique transportation challenges that welfare recipients and low-income individuals face in finding and keeping jobs. The New Freedom program was established to provide new public transportation services and new alternatives to public transportation for people with disabilities beyond the requirements of the Americans with Disabilities Act of 1990 (ADA). This study analyzed the JARC and New Freedom funded services provided in FY 2007 and 2008 and provides information on the number of jobs that can be accessed and the number of rides provided by JARC services. The study also provides information on the number of rides provided by New Freedom funded services. The report also includes detailed profiles of services funded under both programs.
KW  - Access
KW  - Employment
KW  - Job Access and Reverse Commute program
KW  - Jobs
KW  - Low income groups
KW  - Mobility
KW  - New Freedom program
KW  - Persons with disabilities
KW  - Public transit
KW  - Welfare recipients
KW  - Work trips
UR  - http://www.fta.dot.gov/documents/08_Evaluation_Report_091030_doc12-10-09_%282%29.pdf
UR  - https://trid.trb.org/view/914946
ER  - 

TY  - RPRT
AN  - 01153608
AU  - Schneider, William H
AU  - Tsapakis, Ioannis
AU  - University of Akron
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Review of Traffic Monitoring Factor Groupings and the Determination of Seasonal Adjustment Factors for Cars and Trucks
PY  - 2009/11//Technical Report
SP  - 299p
AB  - One of the most common traffic volume parameters reported by statewide traffic monitoring programs is annual average daily traffic (AADT). Departments of Transportation (DOTs) and other state agencies use a series of continuous vehicle detection devices in association with smaller more mobile short-term counts. Once the short-term counts are recorded a series of adjustment factors (time of day, day of week, month of year, or seasonal) are applied to the short-term counts. The end result is an estimated AADT for a particular segment of roadway. Traditionally, as defined in section two of the Traffic Monitoring Guide (TMG), there are three methodologies, geographic/functional assignment of roads to groups, cluster analysis and the same road application factor. In each case, there are advantages and disadvantages and currently there is not a final peer reviewed nationally suggested method. The benefits associated with this research include an improved method for estimating AADT throughout Ohio.
KW  - Adjustment factors
KW  - Annual average daily traffic
KW  - Cluster analysis
KW  - Ohio
KW  - Seasonal adjustment factor
KW  - Traffic counts
KW  - Traffic surveillance
UR  - http://worldcat.org/oclc/525285919/viewonline
UR  - https://trid.trb.org/view/914934
ER  - 

TY  - RPRT
AN  - 01153471
AU  - Blower, Daniel
AU  - Matteson, Anne
AU  - University of Michigan Transportation Research Institute
AU  - Federal Motor Carrier Safety Administration
TI  - Evaluation of 2007 Texas Crash Data Reported to the MCMIS Crash File
PY  - 2009/11
SP  - 35p
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. This report examines the factors that are associated with reporting rates for the state of Texas. Evaluating Texas data in the MCMIS Crash file presented unique problems. Gaps in the PAR data made difficult to identify vehicles that meet the MCMIS vehicle type criteria with confidence or to cleanly identify crashes meeting the severity threshold. Alternative methods were developed to evaluate reporting indirectly. The result of each method was consistent with the conclusion that Texas reporting is substantially complete. No evidence was found that would tend to show underreporting or overreporting. Missing data rates are low for most variables, and that data reported are consistent. However, it is emphasized that gaps in the Texas data make it impossible to directly measure crash reporting rates.
KW  - Buses
KW  - Crash data
KW  - Crash reports
KW  - Highway safety
KW  - Motor Carrier Management Information System Crash File
KW  - Texas
KW  - Traffic crashes
KW  - Trucks
UR  - http://hdl.handle.net/2027.42/64994
UR  - https://trid.trb.org/view/914449
ER  - 

TY  - RPRT
AN  - 01153224
AU  - Zhang, Lei
AU  - Xu, Wei
AU  - Li, Mingxin
AU  - University of Maryland, College Park
AU  - Oregon Transportation Research and Education Consortium
AU  - Research and Innovative Technology Administration
TI  - Co-Evolution of Transportation and Land Use: Modeling Historical Dependencies in Land Use and Transportation Decision-Making
PY  - 2009/11//Final Report
SP  - 78p
AB  - The interaction between land use and transportation has long been the central issue in urban and regional planning. Models of such interactions provide vital information to support many public policy decisions, such as land supply, infrastructure provision, and growth management. Both the transportation and land use systems exhibit historical dependencies in policy decisions. For instance, the expansion of a roadway today will change travel demand patterns, and make certain other roads more or less likely to be expanded in the future. A specific land supply decision made at one point in time, by changing the relative attractiveness of other areas in the region, can have a profound impact on future land supply decisions. Today’s land use decisions clearly influence future transportation policies and vice versa. This project examines the land use-transportation interaction from an evolutionary perspective — once a certain set of goals are determined and pursued by politicians and planners, their land supply and transportation investment decisions are, to a large extent, driven by their previous decisions and supply-demand dynamics in the urban system. Built upon this recognition of historical dependency and a transportation network growth model previously developed by the P.I., a model of the co-evolution of land use and transportation is proposed in this project. Different from existing integrated land use and transportation models that assume exogenous network investment decisions, the co-evolution model considers both land use growth and transportation network growth as endogenous and market-driven. The central research question is how market and policies translate into transportation facilities and land use developments on the ground. The co-evolution model achieves an Urban Growth Equilibrium, which is a useful concept for planning and policy analysis. An agent-based simulation approach is employed to integrate an existing land use model and the transportation network growth model.
KW  - City planning
KW  - Decision making
KW  - Growth management
KW  - History
KW  - Infrastructure
KW  - Land use
KW  - Land use models
KW  - Land use planning
KW  - Regional planning
KW  - Transportation planning
KW  - Transportation policy
KW  - Urban growth
UR  - http://www.otrec.us/project/68
UR  - https://trid.trb.org/view/914782
ER  - 

TY  - RPRT
AN  - 01153221
AU  - Spangler, Bryan
AU  - Thompson, Paul D
AU  - Michael Baker Jr., Incorporated
AU  - Pennsylvania Department of Transportation
AU  - Federal Highway Administration
TI  - Risk Management Strategy for Bridges and Structures
PY  - 2009/11//Final Report
SP  - 160p
AB  - This report is a study of the Pennsylvania Department of Transportation (PennDOT) Risk Assessment program and a search for ways to improve the system. Research was done via literature search of relevant documents and surveys of PennDOT District personnel and selected other states with histories of asset management policies. Input was also received from the Bridge Quality Assurance Division who manages the system. The result is a list of quick strike, median range and long range recommendations for the system. In addition, a study was performed and a software tool provided to evaluate changes to the weights applied to the factors used to calculate the risk scores.
KW  - Asset management
KW  - Bridge management systems
KW  - Bridges
KW  - Literature reviews
KW  - Pennsylvania Department of Transportation
KW  - Risk assessment
KW  - Software
KW  - Structures
KW  - Surveys
UR  - https://trid.trb.org/view/914769
ER  - 

TY  - RPRT
AN  - 01152879
AU  - Shuler, Scott
AU  - Colorado State University, Fort Collins
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Short-Term Crack Sealant Performance and Reducing Bumps and Transverse Cracking in New Hot Mix Asphalt Overlays over Crack Sealants
PY  - 2009/11//Interim Report
SP  - 33p
AB  - This interim report is intended to provide preliminary information regarding the performance of crack sealants produced by three manufacturers during a two-year period in service in three pavements in Colorado. In addition, preliminary conclusions have been developed regarding the propensity of three of these sealants to contribute to bumps in new overlay hot mix asphalt. Results of performance evaluations made, to date, indicate that the crack sealants failed at a surprising rate after only one winter. However, subsequent performance surveys after twelve months and twenty-one months indicate a tendency for the sealants to heal. Routing the cracks prior to filling appears to provide the best performance when the filler is overbanded, and filling the cracks to within ¼ inch of the surface instead of flush with the surface or overbanding produced the poorest performance. Bumps accompanied by transverse cracking occurred over the crack sealants when a new hot mix overlay was placed after the crack sealants had been in service two years. The bumps and transverse cracks were exacerbated by utilizing steel rollers with vibration on breakdown of the hot mix asphalt overlay. The number of passes of the vibrating steel rollers further exacerbated the presence of the bumps and cracks. The same rollers used in static mode reduced the effect, and pneumatic rollers used for breakdown eliminated it. The ambient temperature and temperature of the substrate pavement during construction appears to have had little effect, as the same bumps and cracking occurred during vibratory breakdown after a small rain shower moistened the substrate pavement surface prior to the overlay hot mix asphalt placement. Concerning implementation, the use of vibratory steel rollers during breakdown compaction of hot mix asphalt overlays on asphalt pavements containing crack sealants appears to exacerbate the presence of bumps and transverse cracks in the new asphalt directly over and in front of the cracks. These bumps and cracking may be mitigated by the use of pneumatic rollers on breakdown.
KW  - Bituminous overlays
KW  - Bumps
KW  - Colorado
KW  - Pavement cracking
KW  - Pneumatic tire rollers
KW  - Routing (Cracks)
KW  - Sealing compounds
KW  - Steel-drum rollers (Compactors)
KW  - Transverse cracking
KW  - Vibratory rollers
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/cracksealants/view
UR  - https://trid.trb.org/view/914448
ER  - 

TY  - RPRT
AN  - 01152813
AU  - Federal Highway Administration
TI  - Freight Facts and Figures 2009
PY  - 2009/11
AB  - This report is a snapshot of the volume and value of freight flows in the United States, the physical network over which freight moves, the economic conditions that generate freight movements, the industry that carries freight, and the safety, energy, and environmental implications of freight transportation. This snapshot helps decision makers, planners, and the public understand the magnitude and importance of freight transportation in the economy. All modes of freight transportation are covered.
KW  - Commodity flow
KW  - Economic conditions
KW  - Energy
KW  - Environmental impacts
KW  - Freight traffic
KW  - Freight transportation
KW  - Transportation safety
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/09factsfigures/index.htm
UR  - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/09factsfigures/pdfs/fff2009_highres.pdf
UR  - https://trid.trb.org/view/914105
ER  - 

TY  - RPRT
AN  - 01152695
AU  - Morgan, Rick L
AU  - New York State Department of Transportation
AU  - Federal Highway Administration
TI  - Centerline (Longitudinal) Joint Adhesive Performance: Two to Three-Year Review
PY  - 2009/11
SP  - 41p
AB  - This report discusses preliminary evaluations of adhesive use along longitudinal paving joints on hot mix asphalt pavements to help prevent longitudinal cracking. Seven pavements where adhesive was applied to the vertical or sloped face of the first lane paved prior to overlaying the second lane are being evaluated for development of centerline cracking and ravelling. Three pavements were overlaid in 2004 and four pavements were overlaid in 2005. Three adhesive products made by different companies were used at bead widths of 2 inches and 4 inches. The 2-inch bead was used on all pavements while the 4-inch bead was used on two pavements. All but one pavement had a non-adhesive (control) section. This report only evaluated the use of longitudinal joint adhesives on overlays, although the adhesive could be used on the top layer of newly reconstructed pavements. This is a review of the distress found after at least one follow-up visit to all sites. A summary of the literature search is also presented. Conclusions from the limited data available were that longitudinal joint adhesives sections appear to be performing at least as well as or better than non-adhesive sections. Further, using adhesives along centerline paving joints appears to be a practical partial solution to longitudinal joint cracking. Additional site evaluation is required to determine long-term performance and cost effectiveness of the longitudinal joint adhesives.
KW  - Adhesives
KW  - Asphalt pavements
KW  - Longitudinal cracking
KW  - Longitudinal joints
KW  - Overlays (Pavements)
KW  - Pavement performance
KW  - Stripping (Pavements)
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/FinalversSR149.pdf
UR  - https://trid.trb.org/view/914403
ER  - 

TY  - RPRT
AN  - 01152672
AU  - Perkins, Steven W
AU  - Western Transportation Institute
AU  - Montana Department of Transportation
AU  - Federal Highway Administration
TI  - Synthesis of Warm Mix Asphalt Paving Strategies for Use in Montana Highway Construction
PY  - 2009/11//Final Report
SP  - 212p
AB  - Warm Mix Asphalt (WMA) used as an alternative to conventional Hot Mix Asphalt (HMA) has gained national prominence.  WMA uses technological advances that reduce the temperature needed to produce and compact asphalt for the construction of pavements, which results in lower costs, improved worker health, increased safety and reduced environmental impacts.  Twelve WMA technologies are currently identified.  Significant work has been conducted to demonstrate construction practices and to develop mixture design procedures.  Twelve states currently have specifications for WMA.  This report summarizes work performed to date that is pertinent to the Montana Department of Transportation's desire to move forward with implementation of WMA.  Recommendations are given for research and implementation activities that should be followed to more broadly employ WMA technologies as a standard paving practice in Montana.
KW  - Asphalt pavements
KW  - Implementation
KW  - Mix design
KW  - Montana Department of Transportation
KW  - Paving
KW  - Recommendations
KW  - Specifications
KW  - Technological innovations
KW  - Warm mix paving mixtures
UR  - http://www.mdt.mt.gov/other/research/external/docs/research_proj/warmmix/final_report.pdf
UR  - https://trid.trb.org/view/914377
ER  - 

TY  - RPRT
AN  - 01150750
AU  - Federal Motor Carrier Safety Administration
TI  - The Bus Crash Causation Study Report to Congress
PY  - 2009/11
SP  - 8p
AB  - The Motor Carrier Safety Improvement Act of 1999 (MCSIA) mandated a study to determine the causes of, and factors contributing to, crashes involving commercial motor vehicles (CMV). The MCSIA directed the Secretary of the U.S. Department of Transportation (DOT) to transmit the results of the study to Congress. In response, the DOT’s Federal Motor Carrier Safety Administration (FMCSA) and the National Highway Traffic Safety Administration (NHTSA) conducted a three-year study of large truck crashes. The FMCSA transmitted a report to Congress on the Large Truck Crash Causation Study (LTCCS) in March 2006. This report to Congress provides the results of the Bus Crash Causation Study (BCCS). Faced with the challenges of acquiring a representative, national sample of bus crashes, FMCSA decided to collect crash data in northeastern New Jersey, which is part of the New York City metropolitan area and home to large fleets of various types of buses. The goal was to study 50 to 100 crashes in a year. However, the paucity of bus crashes resulting in fatalities or injuries revealed only 39 crashes involving fatalities or incapacitating injuries (category A) or non-incapacitating injuries (category B) in 2 years. Despite the small sample, .BCCS is the largest in-depth comprehensive examination of bus crashes ever conducted. Generally, the study did not include crashes involving New Jersey transit buses or school buses transporting children from home to school because most of FMCSA’s safety regulations do not apply to these vehicle types. The only exception was to include transit and school buses if the crash involved at least one fatality.  The most frequent bus accidents involved motorcoaches (inter-city buses).  Charter and regular route (inter-city) buses were also highly represented. The study analyzed the accidents for crash characteristics, frequency. and causes.
KW  - Bus crashes
KW  - Crash analysis
KW  - Crash causes
KW  - Crash characteristics
KW  - Crash rates
KW  - Intercity bus lines
KW  - Intercity transportation
UR  - http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/Bus-Crash-Causation-Study-Report-to-Congress.pdf
UR  - http://ntl.bts.gov/lib/51000/51200/51273/Bus-Crash-Causation-Study-Report-to-Congress.pdf
UR  - https://trid.trb.org/view/912683
ER  - 

TY  - RPRT
AN  - 01150726
AU  - Baker, Richard T
AU  - Goodin, Ginger
AU  - University Transportation Center for Mobility
AU  - Research and Innovative Technology Administration
TI  - Mileage-Based User Fees - Defining a Path toward Implementation Phase 1: Defining a Research Strategy
PY  - 2009/11//Final Report
SP  - 25p
AB  - This report documents early activities of a two‐phase research effort composed of three interrelated components: 1) a technology assessment, 2) an institutional assessment, and 3) a one‐day implementation‐focused symposium. Each component builds from the mileage‐based user fee framework developed with funding in 2008 from the University Transportation Center for Mobility™ ("Feasibility of Mileage‐Based User Fees: Application in Rural/Small Urban Areas of Northeast Texas", TRIS Accession Number 01121765). The technology assessment evaluated mileage‐based user fee technology configurations currently in use internationally and under study domestically. The technology assessment established what technologies are available for a regional mileage‐based user fee system that would best meet the objectives outlined in the user fee framework developed in the previous phase of this research. As part of this effort researchers also assembled a technology assessment team comprised of various specialists in order to provide input on the technologies being discussed. The institutional assessment was conducted in conjunction with the technology assessment and involved the study of various user fee frameworks in place throughout the United States. This assessment aided in determining the most appropriate model to incorporate for a mileage‐based user fee system administered by the NET RMA pursuant to the objectives of the mileage‐based user fee framework. A one‐day symposium in April 2009, conducted in Phase 2 of the project, brought together domestic and international transportation specialists for the purpose of identifying a possible pathway toward full implementation of a mileage‐based user fee as a replacement for the fuel tax.
KW  - Fees
KW  - Financing
KW  - Implementation
KW  - Mileage-based user fees
KW  - Road pricing
KW  - Strategic planning
KW  - User charges
KW  - Vehicle miles of travel
UR  - http://utcm.tamu.edu/publications/final_reports/Goodin_09-00-16.pdf
UR  - https://trid.trb.org/view/912710
ER  - 

TY  - RPRT
AN  - 01150722
AU  - Research and Innovative Technology Administration
TI  - America’s Freight Transportation Gateways
PY  - 2009/11
SP  - 89p
AB  - America’s freight transportation gateways—seaports, airports, and land border crossings—are vital for U.S. economic growth and international competitiveness. They are the entry and exit points for merchandise trade between the United States and countries around the world. The gateways and the accompanying shipping, railroad, highway, and aviation systems link the U.S. population, economic sectors, and businesses to the global marketplace. Each year, U.S. businesses, farms, manufacturers, and households depend on these transportation facilities to move large quantities of goods. This report is an update of a report released in 2004 by the Bureau of Transportation Statistics of the Research and Innovative Technology Administration. This current report is a data profi le of the nation’s leading international freight transportation gateways in 2008 and presents summary trend data from 1990. It is a collection of information that highlights the top 25 freight gateways, providing the most recent annual information on the movement of goods through these seaports, airports, and land border crossings.
KW  - Airports
KW  - Freight traffic
KW  - Freight transportation
KW  - Infrastructure
KW  - International borders
KW  - Ports of entry
KW  - Seaports
KW  - Statistics
KW  - Transportation gateways
KW  - Trend (Statistics)
KW  - United States
UR  - http://thetbwg.org/downloads/AmericasGateways.pdf
UR  - http://www.bts.gov/publications/americas_freight_transportation_gateways/2009/pdf/entire.pdf
UR  - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/americas_freight_transportation_gateways/2009/pdf/entire.pdf
UR  - https://trid.trb.org/view/913087
ER  - 

TY  - RPRT
AN  - 01150543
AU  - Hill, S I
AU  - Dayton University
AU  - Federal Aviation Administration
TI  - Federal Aviation Administration Aging Mechanical Systems Program: Emergency Evacuation System
PY  - 2009/11//Final Report
SP  - 92p
AB  - The Federal Aviation Administration (FAA) was tasked to determine if material degradation in emergency evacuation systems (EES) was a major mode of failure for the air operators. The FAA Aging Mechanical Systems Program was established to examine the current reported problems with EES, to investigate the adequacy of the current testing standard, and to identify potential long-term material problems. The current reported problems with EES, EES testing, and material-related issues were evaluated. EES-related reports and incidents, covering 1 January 1999 to 31 August 2006, were categorized and summarized into a database. Mechanical attachment problems were the primary source of the EES reported incidents, regardless of the aircraft model. This issue must be addressed by the aircraft manufacturers, since the EES manufacturers do not have design responsibility for this portion of the EES system, except for the Boeing 777. Material-related EES reports were mainly due to corrosion, failure, or wearing of mechanical attachment components. Reported slide abrasions, seam tears, punctures, or holes were probably due to improper handling during assembly or improper packing. A small and limited number of slide entries could be associated with material degradation or seam separation. The requirements for EES qualification tests need to be clarified. Some airlines report an inadvertent deployment as a successful test meeting the requirement of testing one slide per door per aircraft type in their fleet every 3 years. While an inadvertent deployment may serve as a go-no-go qualification test, it does not provide sufficient information regarding time of inflation or deflation. Southwest Airlines interpretation of Title 14 Code of Federal Regulations 121.703 (17) for a reportable Service Difficulty Report is distinctly different from the rest of the industry. It is recommended that the FAA review the requirements and provide guidance to the airlines and maintenance operations for the correct interpretation of this regulation.
KW  - Air transportation
KW  - Air transportation crashes
KW  - Civil aviation
KW  - Emergency management
KW  - Evacuation
KW  - Hazards and emergency operations
KW  - Passenger safety
KW  - U.S. Federal Aviation Administration
UR  - http://www.tc.faa.gov/its/worldpac/techrpt/ar0921.pdf
UR  - https://trid.trb.org/view/913014
ER  - 

TY  - RPRT
AN  - 01150504
AU  - Department of Transportation
TI  - Top Management Challenges: Department of Transportation, November 16, 2009
PY  - 2009/11
SP  - 63p
AB  - This report has identified the Department of Transportations (DOT) top management challenges for fiscal year 2010. The Nations economy and the quality of life for all Americans rely heavily on a safe and vital transportation system. The Department spends about $70 billion annually on a wide range of programs and initiatives to meet this objective, and we continue to support its efforts through our audits and investigations. Improving transportation safety remains the Departments overarching goal. The Department, the Administration, and Congress continue to face significant challenges in achieving this goalchallenges that will require difficult decisions. Longstanding concerns we have identified that demand ongoing attention include relieving highway and air traffic congestion, financing the Highway Trust Fund, and addressing the Nations aging surface infrastructure. At the same time, the Department must address new OIG concerns, such as starting up an intercity highspeed rail system and ensuring that the Department has a sufficient acquisition workforce with the skills needed to oversee contracts. We have begun to build a body of work to help the Department effectively manage these and other emerging issues.
KW  - Air transportation
KW  - Ground transportation
KW  - International borders
KW  - Mexico
KW  - Motor carriers
KW  - Quality of life
KW  - Rail transit facilities
KW  - Railroad transportation
KW  - Transportation
UR  - https://trid.trb.org/view/912942
ER  - 

TY  - RPRT
AN  - 01150491
AU  - Liu, Changqin
AU  - Subramanian, R
AU  - URC Enterprises, Incorporated
AU  - National Center for Statistics and Analysis
TI  - Factors Related to Fatal Single-Vehicle Run-Off-Road Crashes
PY  - 2009/11//Technical Report
SP  - 30p
AB  - Run-Off-Road crashes cause a large proportion of fatalities and serious injuries to the vehicle occupants. In this study, fatal crashes from the Fatality Analysis Reporting System for passenger vehicles (passenger cars and LTVs) during the period 1991 to 2007 were used to identify the roadway (e.g., rural/urban nature and curve existence), driver (e.g., age, gender, drowsy, and alcohol use), environmental (e.g., weather, lighting condition), and vehicle-related factors (e.g., speeding) associated with the fatal single-vehicle run-off-road crashes. The results show that the factors driver sleep, drivers with alcohol use, roadway alignment with curve, speeding vehicle, passenger car, rural roadway, high speed limit road, and adverse weather were significant factors related to the high risk of fatal single-vehicle run-off-road crashes. Also, in the adverse weather condition and for the younger drivers, the vehicle speeding would increase the risk of fatal single-vehicle run-off-road crashes by an additional factor.
KW  - Alcohol use
KW  - Fatalities
KW  - Gender
KW  - Human factors in crashes
KW  - Ran off road crashes
KW  - Rural highways
KW  - Single vehicle crashes
KW  - Traffic crashes
KW  - Weather conditions
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811232.pdf
UR  - https://trid.trb.org/view/913013
ER  - 

TY  - RPRT
AN  - 01150325
AU  - Quiroga, Cesar
AU  - Le, Jerry
AU  - Li, Yingfeng
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Utility Installation Review System – 2008 Follow-Up Report
PY  - 2009/11//Technical Report
SP  - 38p
AB  - In December 2007, the Texas Department of Transportation (TxDOT) received delivery of a web-based system that automates the submission, review, approval, construction, and archival of utility installation requests at TxDOT. The system, called Utility Installation Review (UIR), enables users to submit and process installation requests online, including supporting documentation such as design and construction drawings. The system also includes an online geographic information system (GIS)-based interface that enables users to locate and query proposed installation requests using an interactive map. The system includes tabular and GIS-based reporting options. This report summarizes the work completed in 2008. The original intent for this year was to conduct research implementation activities in three main areas: (1) maintain UIR software and conduct knowledge transfer based on user feedback and needs, (2) assist TxDOT with the statewide UIR training program, and (3) provide technical support to district and utility company users. As of December 2007, five TxDOT districts were online: Bryan, Fort Worth, Houston, Pharr, and San Antonio. At the beginning of 2008, TxDOT decided to postpone the statewide implementation of UIR until appropriate funding using an interagency agreement could be identified to support that effort. As a result, the researchers' focus in 2008 was to maintain the UIR software, conduct knowledge transfer, and provide technical support to district and utility company users in the five districts where UIR was active. This report summarizes these activities.
KW  - Computer online services
KW  - Geographic information systems
KW  - Permits
KW  - Public utilities
KW  - Right of way (Land)
KW  - Service request
KW  - Software
KW  - Texas
KW  - Underground utility lines
KW  - Utility cuts
KW  - Web-based systems
UR  - http://tti.tamu.edu/documents/5-2110-03-4.pdf
UR  - https://trid.trb.org/view/913031
ER  - 

TY  - RPRT
AN  - 01150299
AU  - Scovel, Calvin L
AU  - Department of Transportation
TI  - Actions Needed To Improve Safety Oversight and Security at Aircraft Repair Stations
PY  - 2009/11
SP  - 12p
AB  - Since 2003, we have consistently found that the Federal Aviation Administration’s (FAA's) oversight of aircraft repair facilities is not robust enough to ensure that outsourced repairs meet FAA standards, and we have made numerous recommendations aimed at improving this oversight. Today, the speaker will focus on two key concerns: (1) significant weaknesses we have identified with FAA's oversight and (2) actions needed to improve safety oversight and security at repair stations. In summary, safety oversight and security of repair stations cannot be ensured in part because FAA does not know where critical outsourced repairs are being performed--including both certificated and non-certificated facilities. Instead, it relies heavily on air carriers oversight of repair stations--even air carriers with identified quality assurance problems. Given these weaknesses, a number of actions, including implementing our past recommendations, are needed to improve the safety oversight and security of repair stations.
KW  - Air transportation crashes
KW  - Aircraft operations
KW  - Aviation safety
KW  - Maintenance
KW  - Maintenance facilities
KW  - Quality assurance
KW  - Recommendations
KW  - U.S. Federal Aviation Administration
UR  - http://www.oig.dot.gov/sites/dot/files/H_Hmlnd_Sub_Hrg_For_Rep_Stations_11.18.09.pdf
UR  - https://trid.trb.org/view/913062
ER  - 

TY  - RPRT
AN  - 01150294
AU  - Federal Aviation Administration
TI  - Review of FAA's Progress in Enhancing Air Traffic Control Systems Security
PY  - 2009/11
SP  - 26p
AB  - This report presents the results of our review of Federal Aviation Administration’s (FAAs) renewed initiatives in addressing air traffic control (ATC) systems security weaknesses discussed in our FY 2007 audit report of the Departments information security program. In that report, (1) the authors identified the need to implement an operational business continuity plan (BCP) to ensure continued en route services; (2) in the event of a long-term disaster. We also identified the need to enhance the system security certification and accreditation process across all air traffic control systems, not just the ones used to support en route operations.
KW  - Accreditation
KW  - Air traffic control
KW  - Contingency planning
KW  - Safety and security
KW  - Safety audits
KW  - Security checkpoints
KW  - U.S. Federal Aviation Administration
KW  - Weaknesses
UR  - http://www.oig.dot.gov/sites/dot/files/ATC_BCP-_Final_Report_11-03-2009.pdf
UR  - https://trid.trb.org/view/913022
ER  - 

TY  - RPRT
AN  - 01150233
AU  - Kim, Sang-Soo
AU  - Sargand, Shad M
AU  - Wargo, Andrew
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - A Simple Test Procedure for Evaluating Low Temperature Crack Resistance of Asphalt Concrete
PY  - 2009/11//Final Report
SP  - 122p
AB  - The current means of evaluating the low temperature cracking resistance of hot mix asphalt (HMA) relies on extensive test methods that require assumptions about material behaviors and the use of complicated loading equipment. The purpose of this study was to develop and validate a simple test method to directly measure the cracking resistance of HMA under field-like conditions. A ring shape asphalt concrete cracking device (ACCD) was developed. The ACCD utilizes the low thermal expansion coefficient of Invar steel to induce tensile stresses in a HMA sample as temperature is lowered. The results of the tests of the notched ring shaped specimens compacted around an ACCD Invar ring showed good repeatability with less than 1.0°C (1.8°F) standard deviation in cracking temperature. A laboratory validation indicated that ACCD results of five mixes correlate well with thermal stress restrained specimen test (TSRST) results with the coefficient of determination , r² = 0.86. To prepare a sample and complete TSRST measurement, it takes minimum 2-3 days. For ACCD, two samples can be easily prepared and tested in a single day with a small test set-up. The capacity of ACCD can be increased easily with minimal cost to accommodate a larger number of samples. Among factors affecting the low temperature performance of HMA, the coefficient of thermal expansion (CTE) of aggregate has been overlooked for years. A composite model of HMA is proposed to describe the low temperature cracking phenomenon. Due to the orthotropic and composite nature of asphalt pavement contraction during cooling, the effects of aggregate CTE is amplified up to 18 times for a typical HMA. Of 14 Ohio aggregates studied, the maximum and the minimum CTEs are 11.4 and 4.0 x 10 to the -6 power/°C, respectively. During cooling, the contraction of Ohio aggregate with high CTE can double the thermal strain of asphalt binders in the asphalt mix and may cause asphalt pavement thermal cracking at warmer temperature.
KW  - Aggregates
KW  - Asphalt concrete
KW  - Asphalt pavements
KW  - Coefficient of thermal expansion
KW  - Cracking
KW  - Hot mix asphalt
KW  - Low temperature
KW  - Specimens
KW  - Test procedures
UR  - http://worldcat.org/arcviewer/2/OHI/2010/01/05/H1262703117329/viewer/file1.pdf
UR  - https://trid.trb.org/view/912626
ER  - 

TY  - SER
AN  - 01149537
JO  - Research Results
PB  - Federal Railroad Administration
AU  - Allen, Leonard W
AU  - Federal Railroad Administration
TI  - North Carolina Department of Transportation’s “Sealed Corridor” Assessment - Phase IV
PY  - 2009/11
SP  - 4p
AB  - By 2010, the fatality rate will be 52 percent lower on the North Carolina Sealed Corridor, if both public and private crossings are assigned crossing consolidation, closures, crossbucks, flashing lights and gates, signals, locking gates, signs, or pavement markings. The Federal Railroad Administration’s Office of Research and Development has tasked the Research and Innovative Technology Administration’s John A. Volpe National Transportation Systems Center to document the further success of the Sealed Corridor project through Phase IV—the implementation of safety strategies at private crossings. This study consists of assessing the results of the North Carolina Department of Transportation’s Sealed Corridor, Private Crossing Safety Initiative program. The research on the Sealed Corridor assesses the progress made at the 44 private crossings that have been treated with improved warning devices or have been closed, between Charlotte and Raleigh, from March 1990 through September 2008. Two approaches are used to describe benefits in terms of lives saved: 1. Analysis of fatal crashes to derive lives saved, and 2. Prediction of lives saved based on the reduction of risk at the treated crossings. Both methods estimate that more than 1.5 lives were saved as a result of the 44 improvements implemented through September 2008. Analysis also shows that the resulting reduction in accidents due to the crossing improvements is sustainable through the year 2010, when anticipated exposure and train speeds along the corridor will be increased.
KW  - Countermeasures
KW  - Grade crossing protection systems
KW  - Improvements
KW  - North Carolina
KW  - Private property
KW  - Railroad grade crossings
KW  - Railroad safety
UR  - http://www.fra.dot.gov/Elib/Document/139
UR  - https://trid.trb.org/view/908856
ER  - 

TY  - RPRT
AN  - 01148575
AU  - Morcous, George
AU  - Erdogmus, Ece
AU  - University of Nebraska, Omaha
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Use of Ground Penetrating Radar for Construction Quality Assurance of Concrete Pavement
PY  - 2009/11//Final Report
SP  - 70p
AB  - Extracting concrete cores is the most common method for measuring the thickness of concrete pavement for construction quality control. Although this method provides a relatively accurate thickness measurement, it is destructive, labor intensive, and time consuming. Moreover, concrete cores are usually taken approximately every 750 ft, which may be inadequate for estimating the actual thickness profile of a pavement section; however extracting more cores would damage the pavement extensively and increase the labor cost and time excessively. Ground Penetrating Radar (GPR) is a well-established technique for subsurface exploration. Recently, GPR has been used for several transportation applications, such as measuring layer thickness in asphalt pavement, locating reinforcing bars and tendons, and detecting deteriorations and anomalies in concrete structures. The main advantages of GPR are speed, accuracy, and cost-effectiveness when scans are conducted on large areas. The objective of this project is to investigate the accuracy and cost-effectiveness of using GPR for measuring the thickness of concrete pavement for quality assurance purposes. The GPR systems GSSI SIR20 and SIR3000 with a high resolution 1.6 MHz ground coupled antenna were used in measuring the thickness of concrete pavement up to 14 inch thick. Several laboratory and field tests have been carried out to determine the accuracy of the GPR measurement at different concrete ages and when various metal artifacts are used underneath the concrete to improve the reflectivity of the bottom surface. Testing results have indicated that GPR is a cost-effective non-destructive technique for measuring the thickness of concrete pavement, compared to extracting concrete cores, and an accuracy of 1/8 in can be achieved when appropriate reflectors and calibration cores are used.
KW  - Concrete pavements
KW  - Cost effectiveness
KW  - Ground penetrating radar
KW  - Measurement
KW  - Nondestructive tests
KW  - Quality assurance
KW  - Thickness
UR  - http://ntl.bts.gov/lib/45000/45600/45681/Morcous_P307_FINAL.pdf
UR  - https://trid.trb.org/view/907581
ER  - 

TY  - RPRT
AN  - 01147855
AU  - Subramanian, Rajesh
AU  - National Center for Statistics and Analysis
TI  - Geospatial Analysis of Rural Motor Vehicle Traffic Fatalities
PY  - 2009/11//NHTSA Technical Report
SP  - 51p
AB  - In recent years, on average about 44 percent of traffic fatalities occurred in urban areas. The National Highway Traffic Safety Administration's Fatality Analysis Reporting System (FARS) codes the functional classification of land use by a binary indicator, i.e., if the location is a rural or urban area, as defined by the United States Census Bureau. However, this information is not enough to determine the spatial spread of the fatalities in the rural areas, i.e., are the fatalities occurring in suburban, exurban, or the outlying rural areas. The focus of this report is to determine the extent of fatalities that occur in rural areas that are close to urban areas. Some of these communities in rural areas that are close to urban areas have significant commuting ties with these urban areas. It would be of interest to law enforcement and highway safety planners involved in rural highway safety initiatives to quantify how many traffic fatalities occur in rural areas that are close to urban areas. FARS has begun reporting latitude and longitude information recently that facilitates the type of geospatial analysis required to quantify fatalities that occur near urban areas as a function of distance from the urban boundaries. The distances (buffer distances) used in this spatial analysis are 2.5, 5.0, 7.5, and 10.0 miles. While 44 percent of all traffic fatalities occur in urban areas, the percentage increases to 63 percent in an area that also includes the rural area within 2.5 miles of the urban boundary. The percentage increases to 73 percent 5.0 miles out, 81 percent 7.5 miles out, and 86 percent 10 miles out. In summary, about three-quarters of all traffic fatalities in the Nation occurred in an area that includes all the urban areas along with the rural areas that are within 5 miles of the urban boundaries.
KW  - Fatalities
KW  - Fatality Analysis Reporting System
KW  - Geospatial analysis
KW  - Latitude
KW  - Longitude
KW  - Rural areas
KW  - Traffic crashes
KW  - Urban areas
UR  - http://www-nrd.nhtsa.dot.gov/pubs/811196.pdf
UR  - https://trid.trb.org/view/908469
ER  - 

TY  - RPRT
AN  - 01147427
AU  - Molinas, Albert
AU  - Mommandi, Amanullah
AU  - Colorado State University, Fort Collins
AU  - Hydrau-Tech, Incorporated
AU  - Colorado Department of Transportation
AU  - Federal Highway Administration
TI  - Development of New Corrosion/Abrasion Guidelines for Selection of Culvert Pipe Materials
PY  - 2009/11
SP  - 122p
AB  - In this research effort, literature surveys and reviews of the current methodologies employed by various state departments of transportation (DOTs) were conducted. The literature survey identified the pertinent parameters in estimating the service life of various pipe materials. Following the literature survey, field visits to culvert sites were made to collect data. Selection of culvert sites was jointly made by engineers from Staff Bridge, Staff Hydraulics, and members of the study panel. Field surveying of 21 sites where failed pipe installations were observed was conducted in Colorado along I-70, I-25, and SH 58 to obtain a good cross-section of soil type samples. At these sites, soil and water samples were obtained and soil resistivities were determined using applicable Colorado Procedures, AASHTO test methods, or ASTM test methods. Soil and water samples from these sites were analyzed for sulfate/chloride level concentrations, and pH levels. Relevant culvert inspection data from Staff Bridge inspection programs were obtained and used in the analysis where needed. Data collected from literature searches, the Staff Bridge database, actual field surveys, and other unbiased reliable sources were analyzed. The service life was correlated with various parameters including type of material, pH level, chloride and sulfate level concentrations, specific resistivity, abrasion data (steep pipe slopes, high sediment loads, high flow velocity in pipes, etc.) and other factors that could have influenced premature deterioration or failures. A new service life chart for steel pipes was developed based on the information collected from the field observations and data analysis. Data from Colorado pipe failure cases were used in relating service life of pipes to soil resistivity. Pipe failure criteria were established in accordance with the ongoing culvert evaluation procedure along I-70 and I-25. For the steel pipe failure cases along I- 70 and I-25, the previously published service life predictors for steel pipes deviated from observations by as much as 10 times. Service life multipliers to account for steel pipe thickness effects had been greatly exaggerated. For aluminum pipes, the research identified chloride and sulfate concentrations as factors that reduced the service life of these pipes dramatically. It is anticipated that the results of this study will be adopted by cities, counties, and other states where selection of pipe materials for corrosion/abrasion resistance is required during the design and construction of transportation projects. Training courses provided to the Colorado DOT engineering community and to the general consulting engineering community can be used as an implementation tool.
KW  - Abrasion
KW  - Aluminum culverts
KW  - Chlorides
KW  - Colorado
KW  - Concrete pipe
KW  - Corrosion
KW  - Data collection
KW  - Electrical resistivity
KW  - Failure
KW  - Field studies
KW  - Literature reviews
KW  - Materials
KW  - Materials selection
KW  - Metal culverts
KW  - pH value
KW  - Pipe culverts
KW  - Service life
KW  - Soils
KW  - Steel pipe
KW  - Sulfates
KW  - Thickness
UR  - http://www.coloradodot.info/programs/research/pdfs/2009/culvetrpipes.pdf/view
UR  - https://trid.trb.org/view/907690
ER  - 

TY  - RPRT
AN  - 01147315
AU  - Hanna, Refaat
AU  - National Center for Statistics and Analysis
TI  - The Contribution of Medical Conditions to Passenger Vehicle Crashes
PY  - 2009/11//Technical Report
SP  - 20p
AB  - There is a growing concern about risks associated with driving for people with known medical conditions. However, the association between having a chronic medical condition and being involved in a motor vehicle crash remains controversial. This analysis aims to identify crashes that have been precipitated by medical emergencies or other medical conditions while driving. This report provides a retrospective analysis of the National Motor Vehicle Crash Causation Survey (NMVCCS). NMVCCS was a nationwide survey of crashes that occurred between 6 a.m. and 12 a.m. in the period from July 3, 2005, to December 31, 2007. NMVCCS was limited to crashes involving light passenger vehicles to which emergency medical service (EMS) had been dispatched. The percentage of drivers in crashes precipitated by their medical emergencies while driving are relatively rare and account for only 1.3% of all drivers that have been included in NMVCCS. Older drivers have relatively higher incidences of crashes precipitated by drivers’ medical emergencies when compared to young and middle-age drivers. 84% of the drivers in crashes precipitated by medical emergencies experienced seizures, blackouts, or diabetic reactions prior to the crashes. Drivers or surrogate responses to questions about general health, use of medications, and feelings on the day of the crash suggest that most of the drivers were aware of the medical conditions associated with the crash. Drivers in crashes precipitated by medical emergencies were more likely than other drivers to be more severely injured or to die as a result of the crashes. An estimate of 62% of the drivers who had crashes precipitated by medical emergencies were involved in single-vehicle crashes compared to an estimate of only 17% of the other drivers. In an estimate of 85% of the drivers who had crashes precipitated by medical emergencies, the driver was the only occupant in the vehicle compared to an estimate of 69% of the other drivers. An estimated 69% of the drivers who had crashes precipitated by medical emergencies departed the roadway before the collision compared to only 17% of the other drivers. Drivers who had crashes that have been precipitated by medical emergencies were more likely to be involved in crashes during the morning hours between 6 a.m. and 11:59 a.m. when compared to other drivers. This analysis suggests that crashes precipitated by drivers’ medical emergencies are not related to vehicle design or roadway integrity as indicated by the type of crashes and manner of collisions. Patient education by health care providers on early warning signs of a health crisis, such as warning signs before seizure attacks, diabetic or hypoglycemic comas, and potential side effects of medications are recommended as the most effective countermeasure. In addition to patient education, other safety technologies such as the Drowsy Driver Warning System can help in reducing the risk of crashes precipitated by medical emergencies. As indicated in this report, in most cases of the crashes that have been precipitated by medical emergencies, the drivers departed the roadway. A lane departure prevention system can help detecting by positional information of a vehicle with respect to a lane of travel and alert drivers to correct their positioning on roadway.
KW  - Aged drivers
KW  - Countermeasures
KW  - Diabetics
KW  - Diseases and medical conditions
KW  - Fatalities
KW  - Injury severity
KW  - Medical emergencies
KW  - Medication
KW  - National Motor Vehicle Crash Causation Survey
KW  - Patient education
KW  - Ran off road crashes
KW  - Single vehicle crashes
KW  - Time of crashes
KW  - Traffic crashes
KW  - Warning devices
UR  - http://www-nrd.nhtsa.dot.gov/Pubs/811219.pdf
UR  - https://trid.trb.org/view/907636
ER  - 

TY  - RPRT
AN  - 01147310
AU  - Chen, Genda
AU  - Tang, Fujian
AU  - Zhou, Zhi
AU  - Center for Transportation Infrastructure and Safety
AU  - Research and Innovative Technology Administration
AU  - New York State Energy Research and Development Authority
AU  - New York State Department of Transportation
TI  - Coaxial Cable Sensors and Sensing Instrument for Crack Detection in Bridge Structures – Phase I: Field Qualification/Validation Planning
PY  - 2009/11//Final Report
SP  - 46p
AB  - The objectives of this study are to pre-test analyze a decommissioned reinforced concrete (RC) bridge that is selected in consultation with the New York State Department of Transportation (NYSDOT), and design and plan the field tests of the bridge for the performance qualification and validation of distributed crack sensors and a fast Electrical Time Domain Reflectometry (ETDR) instrument to their full potential. The scope of work includes: (a) Selection of a decommissioned bridge, (b) Pre-test analysis of the selected bridge structure to evaluate its progressive damage and determine the locations for sensor deployment, (c) Design and planning of field tests of the selected bridge, (d) Field instrumentation with coaxial cable and fiber optical sensors for performance comparison, and (d) Summary of the findings of this study. Once fully validated and demonstrated in field conditions, distributed crack sensors and sensing instruments are expected to play a significant role in routine inspections and bridge ratings and in the rapid assessment of structural conditions for post-event evaluations and responses, improving the safety and security of transportation infrastructure at the height of a crisis. These roles are due primarily to their unique ability of permanently recording the widest crack a RC member experienced during a recent event. Such an attribute ensures the availability of damage data even if a fast ETDR system experiences malfunction during the event, greatly improving the reliability of bridge inspections.
KW  - Coaxial cables
KW  - Cracking
KW  - Field tests
KW  - Inspection
KW  - Reinforced concrete bridges
KW  - Reliability
KW  - Sensors
KW  - Structural analysis
KW  - Structural integrity
KW  - Time domain reflectometers
KW  - Validation
UR  - http://utc.mst.edu/documents/R230_CR.pdf
UR  - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-34_0.pdf
UR  - https://trid.trb.org/view/907163
ER  - 

TY  - RPRT
AN  - 01145986
AU  - Eisele, William L
AU  - Frawley, William E
AU  - Crawford, Jason A
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Delivery of Workshops on Mobility Monitoring in Small to Medium-Sized Communities
PY  - 2009/11//Implementation Report
SP  - 18p
AB  - This report summarizes the delivery and outcome of a series of workshops conducted in 13 cities across the state of Texas on performing mobility monitoring in small to medium-sized communities. The workshops served as implementation for research project 0-5571, “Congestion Monitoring Measures and Procedures for Small to Medium-Sized Communities.” This report summarizes the workshop locations and attendance, workshop agenda and materials, and workshop evaluations and participant feedback.
KW  - Medium sized cities
KW  - Mobility
KW  - Monitoring
KW  - Small cities
KW  - Texas
KW  - Traffic congestion
KW  - Workshops
UR  - http://tti.tamu.edu/documents/5-5571-01-1.pdf
UR  - https://trid.trb.org/view/906655
ER  - 

TY  - RPRT
AN  - 01145977
AU  - Trejo, David
AU  - Im, Seok Been
AU  - Pillai, Radhakrishna G
AU  - Hueste, Mary Beth D
AU  - Gardoni, Paolo
AU  - Hurlebaus, Stefan
AU  - Gamble, Michael
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Effect of Voids in Grouted Post-Tensioned Concrete Bridge Construction: Inspection and Repair Manual for External Tendons in Segmental, Post-Tensioned Bridges
PY  - 2009/11//Technical Report
SP  - 62p
AB  - Segmental, post-tensioned (PT) bridges are major structures that carry significant traffic. These bridges are designed and constructed because they are economical for spanning long distances. In Texas, there are several signature PT bridges. In the late 1990s and early 2000s, several state highway agencies identified challenges with the PT structures, mainly corrosion of the PT strands. The Texas Department of Transportation (TxDOT) performed some comprehensive inspections of their PT bridges. A consultant’s report recommended that all ducts be re-grouted. However, the environment in Texas is very different than the environments in which the corrosion of the PT strands was observed in the other bridges. Report 0-4588-1 summarized the research findings from a comprehensive study on the corrosion characteristics, reliability, materials, and repair for PT bridges. This document, an inspection and repair manual, was developed from information from this research program. This document provides an efficient approach to inspect and repair PT bridges. However, it should be noted that in this manual, repair does not include filling the voids in the tendons with grout. A recent failure of a tendon in a bridge in Virginia was suspected of being caused by repair grouting of the tendon, possibly due to the formation of a galvanic couple between the new repair grout and the original grout. Although a procedure for pressure-vacuum grouting of tendons is provided in Appendix A of this manual, this method should not be used until the potential issue associated with galvanic corrosion of the strands after repair is resolved.
KW  - Air voids
KW  - Chlorides
KW  - Concrete bridges
KW  - Corrosion
KW  - Ducts
KW  - Failure
KW  - Grouting
KW  - Inspection
KW  - Manuals
KW  - Posttensioning
KW  - Repairing
KW  - Structural reliability
KW  - Tendons (Materials)
KW  - Texas
UR  - http://tti.tamu.edu/documents/0-4588-2.pdf
UR  - https://trid.trb.org/view/906626
ER  - 

TY  - RPRT
AN  - 01145971
AU  - Morgan, Curtis A
AU  - Sperry, Benjamin R
AU  - Warner, Jeffery E
AU  - Protopapas, Annie A
AU  - Borowiec, Jeffrey D
AU  - Higgins, Laura L
AU  - Carlson, Todd B
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Potential Development of an Intercity Passenger Transit System in Texas – Report on Tasks 1-5
PY  - 2009/11//Technical Report
SP  - 158p
AB  - This report summarizes the results of Tasks 1 through 5 of Texas Department of Transportation Research Project 0-5930: Potential Development of an Intercity Passenger Transit System in Texas. Rather than focus on any regional commuter or light rail systems within or radiating from individual urban areas, this project aims to determine which longer intercity and interregional corridors are most likely to need additional intercity travel capacity in the coming decades. Using these tools, the state of Texas could determine in which corridors to most appropriately invest its resources to connect different regions of the state to create an interregional, statewide transit system. The underlying analysis is based upon several factors related to: current and future population and demographic projections along 18 intercity corridors in the state; projected future demand based upon forecasts by the Texas State Demographer and other state agencies; and current network capacity and routes for intercity highway, bus, air, and rail travel. The concept plan produced in Task 5 will be further explored in the remaining months of the project to determine potential costs and benefits of implementing the concept plan or individual components.
KW  - Air transportation
KW  - Air travel
KW  - Bus transportation
KW  - Intercity passenger rail
KW  - Intercity transportation
KW  - Intercity travel
KW  - Public transit
KW  - Railroad commuter service
KW  - Railroad travel
KW  - Texas
KW  - Traffic forecasting
KW  - Transit capacity
KW  - Transportation corridors
KW  - Travel demand
UR  - http://tti.tamu.edu/documents/0-5930-1.pdf
UR  - https://trid.trb.org/view/906592
ER  - 

TY  - ABST
AN  - 01461848
TI  - Transportation Forecasting: Travel Demand and Project Costs
AB  - In a period of severely constrained resources, transportation policy-makers must be particularly careful to insure that plans for new or improved infrastructure are based on reliable forecasts of utilization and costs.  This research project has three phases: an analysis of the past performance of forecasts for surface transportation infrastructure in the United States, a consideration of the reasons for generally poor forecasting performance, and proposals for improving forecasting.  The first phase is complete, and the findings have been published.  The second phase is being completed as of November 2009.  The third phase is beginning.
KW  - Forecasting
KW  - Ground transportation
KW  - Infrastructure
KW  - Policy making
KW  - Project costs
KW  - Research projects
KW  - Traffic forecasting
KW  - Travel demand
UR  - https://trid.trb.org/view/1230068
ER  - 

TY  - ABST
AN  - 01461847
TI  - Prioritizing Highway Construction: Case Study in Virginia
AB  - This project proposes a methodology for prioritizing the addition of interstate highway lanes, using Virginia as a case study. The methodology uses shadow road user pricing, based on actual road user pricing elsewhere in the United States and adjusted for road segment length and average income in the surrounding region. A final report is available.
KW  - Case studies
KW  - Interstate highways
KW  - Research projects
KW  - Road construction
KW  - Road pricing
KW  - Traffic lanes
KW  - Virginia
UR  - https://trid.trb.org/view/1230067
ER  - 

TY  - ABST
AN  - 01461846
TI  - Mega-Regions and Transportation
AB  - This project considers whether the concept of 'mega-region' - a large region encompassing several metropolitan areas - is useful in understanding travel patterns and, in particular, whether new multi-jurisdictional institutions might be desirable to address problems presented by such new travel patterns. Data collection and analysis is underway. Preliminary analysis of data indicates that, in general, travel patterns do not change dramatically as metropolitan areas agglomerate into 'mega-regions'.
KW  - City planning
KW  - Megacities
KW  - Megalopolis
KW  - Metropolitan areas
KW  - Multijurisdictional planning
KW  - Regional planning
KW  - Regional transportation
KW  - Research projects
KW  - Transportation planning
KW  - Travel patterns
UR  - https://trid.trb.org/view/1230066
ER  - 

TY  - ABST
AN  - 01461845
TI  - Innovation in Government: Workforce Development
AB  - This project explores methods at the level of state departments of transportation for improving workforce recruitment, training and motivation. Phase 1 has been completed, and a report is available describing various methods already in use. Phase 2 is underway and is examining the workforce planning issues associated with downsizing and outsourcing.
KW  - Labor force
KW  - Motivation
KW  - Professional personnel
KW  - Recruiting
KW  - Research projects
KW  - Training
KW  - Transportation careers
UR  - https://trid.trb.org/view/1230065
ER  - 

TY  - RPRT
AN  - 01167078
AU  - Sener, Ipek N
AU  - Ferdous, Nazneen
AU  - Bhat, Chandra R
AU  - Reeder, Phillip
AU  - University of Texas, Austin
AU  - Texas Transportation Institute
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Tour-Based Model Development for TxDOT: Evaluation and Transition Steps
PY  - 2009/10/30/Technical Report
SP  - 227p
AB  - The Texas Department of Transportation (TxDOT), in conjunction with the metropolitan planning organizations (MPOs) under its purview, oversees the travel demand model development and implementation for most of the urban areas in Texas. In these urban areas, a package of computer programs labeled as the “Texas Travel Demand Package” or the “Texas Package” is used as the decision making tool to forecast travel demand and support regional planning, project evaluation, and policy analysis efforts. The Texas Package currently adopts the widely used four step trip-based urban travel demand modeling process, which was developed in the 1960s when the focus of transportation planning was to meet long-term mobility needs through the provision of additional transportation infrastructure supply. The trip-based model was intended to provide basic, aggregate-level, long-term travel demand forecasts for long-range regional transportation plans and evaluation of major infrastructure investments. Over the past three decades, however, the supply-oriented focus of transportation planning has expanded to include the objective of evaluating a range of travel demand management strategies and policy measures to address rapidly growing transportation problems, including traffic congestion and air quality concerns. The travel demand management emphasis, combined with federal regulations, has placed additional information demands on the capabilities of travel demand models. As a result, new approaches have been developed to model and forecast travel demand. The new approaches include the tour-based modeling approach, which employs tours instead of trips as the unit of analysis. The tour-based approach enhances the behavioral realism in modeling travel demand and the abilities of travel forecasting models in assessing transportation policies and evaluating alternative transportation investments. Hence, TxDOT is considering the implementation of tour-based modeling procedures. As a first step of a potential advanced model implementation, this proposed project evaluates the feasibility of, and documents the potential benefits from, a tour-based modeling process. It documents the steps to transition toward a tour-based framework, including an evaluation of data needs, software requirements, and software enhancements, ease of implementation and application, and staffing and related resource needs.
KW  - Metropolitan planning organizations
KW  - Mobility
KW  - Public transit
KW  - Strategic planning
KW  - Texas
KW  - Traffic models
KW  - Transportation planning
KW  - Travel demand
KW  - Travel demand management
KW  - Urban areas
UR  - http://ntl.bts.gov/lib/33000/33700/33712/0_6210_2.pdf
UR  - https://trid.trb.org/view/927677
ER  - 

TY  - RPRT
AN  - 01154684
AU  - Thiele, Jeffrey C
AU  - Lechtenberg, Karla A
AU  - Reid, John D
AU  - Faller, Ronald K
AU  - Sicking, Dean L
AU  - Bielenberg, Robert W
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Performance Limits for 6-in. (152-mm) High Curbs Placed in Advance of the MGS Using MASH Vehicles Part II: Full-Scale Crash Testing
PY  - 2009/10/30/Final Report
SP  - 134p
AB  - A full-scale crash test using Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) criteria was performed on the Midwest Guardrail System (MGS) offset 8 ft (2.44 m) behind a 6-in. (152-mm) high AASHTO Type B curb with a top mounting height of 31 in. (787 mm) relative to the ground [37 in. (940 mm) relative to the roadway]. In the test, the vehicle was contained by the guardrail, but became unstable and rolled over. Analysis of the test revealed that the right-front tire snagged on a post and detached. The right-rear tire of the pickup traversed over the detached tire, causing the rear of the vehicle to pitch upward. The vehicle subsequently became unstable and rolled over. Thus, the MGS offset 8 ft (2.44 mm) behind a 6-in. (152-mm) high curb with a top mounting height of 31 in. (787 mm) was deemed to be unacceptable according to TL-3 of MASH.
KW  - Curbs
KW  - Guardrails
KW  - Highway safety
KW  - Impact tests
KW  - Performance
KW  - Rollover crashes
UR  - https://trid.trb.org/view/915025
ER  - 

TY  - RPRT
AN  - 01150717
AU  - Khattak, Aemal
AU  - McKnight, Gregory
AU  - Schurr, Karen
AU  - Bishu, Ram
AU  - Nebraska Department of Roads
AU  - University of Nebraska, Lincoln
AU  - Federal Highway Administration
TI  - Investigation and Mitigation of Driver Confusion at Modern Roundabouts
PY  - 2009/10/30
SP  - 151p
AB  - Construction of modern roundabouts in place of traditional four-legged intersections is becoming common in the United States. Roundabout negotiation can be confusing for drivers who are not familiar with their use. This research was carried out to identify roundabout elements that play a role in incorrect roundabout negotiation, ascertain driver characteristics prominent in incorrect roundabout negotiation, assess the relative potential for incorrect negotiation amongst different groups of drivers, and suggest measures for improving drivers’ abilities to negotiate roundabouts. Potential for incorrect roundabout negotiation was measured by asking questions in a survey questionnaire related to rules of roundabout negotiation and the purpose of different roundabout elements. Results showed six driver groups that had greater potential for incorrect roundabout negotiation: (1) Unfamiliar roundabout users compared to familiar users (those drivers using roundabouts more than once per month). (2) Passenger vehicle drivers compared to specialty vehicle drivers (police, bus, etc.). (3) Drivers in cities without roundabouts compared to drivers in cities with roundabouts. (4) Older drivers compared to younger drivers (ages less than 60 years). (5) Drivers who dislike roundabouts compared to drivers that like roundabouts. (6) Drivers that are not confident they can drive through a roundabout compared to drivers that are confident they can drive through a roundabout.
KW  - Attitudes
KW  - Driver characteristics
KW  - Drivers
KW  - Driving
KW  - Persons and personal characteristics
KW  - Roundabouts
KW  - Surveys
UR  - http://www.nebraskatransportation.org/mat-n-tests/research/Traffic/Final%20Report%20P598.pdf
UR  - http://ntl.bts.gov/lib/46000/46900/46950/Investigation_and_Mitigation_of_Driver_Confusion_at_Modern_Roundabouts.pdf
UR  - https://trid.trb.org/view/912723
ER  - 

TY  - RPRT
AN  - 01154676
AU  - Rosenbaugh, Scott K
AU  - Bielenberg, Robert W
AU  - Faller, Ronald K
AU  - Reid, John D
AU  - Rohde, John R
AU  - Sicking, Dean L
AU  - Lechtenberg, Karla A
AU  - Holloway, James C
AU  - University of Nebraska, Lincoln
AU  - Nebraska Department of Roads
AU  - Federal Highway Administration
TI  - Termination and Anchorage of Temporary Concrete Barriers
PY  - 2009/10/29/Final Report
SP  - 165p
AB  - Free-standing temporary barrier designs have been used on our nation’s highways for many years. Traditionally, these types of barriers have been designed and tested based solely on impacts in the middle of the barrier system or at the Length-Of-Need (LON). Historically, the assumption has been made that a crashworthy barrier system would perform adequately regardless of where it was impacted along the system length. However, it is believed that impacts closer to the system ends would very likely increase barrier deflections and may result in pocketing, vehicle climb, and/or vehicle instabilities, such as rollovers. This research study developed a termination anchorage for an F-shape temporary concrete barrier system that shortened the beginning of the LON for the system to the first barrier segment. The system was designed for use specifically with the Kansas F-shape temporary concrete barrier. The termination anchorage provided sufficient constraint to redirect vehicles impacting on the first barrier segment in the system, reduced vertical rotation of the end barrier segment to improve vehicle stability, used previously developed anchorage hardware, and could be attached to either end of the temporary barrier segment when placed on the upstream end of the system. The new termination and anchorage system for F-shape temporary concrete barriers was compliance tested according to the Test Level 3 safety requirements set forth in MASH. Full-scale crash test no. TTCB-1 was conducted according to the test no. 3-35 impact conditions as part of these requirements. Test no. TTCB-1 demonstrated a safe and successful redirection of the impacting vehicle, and the test was judged successful based on the MASH safety requirements. The test also showed that the termination anchorage successfully shortened the LON to the first barrier segment in the installation. Conclusions and recommendations regarding the implementation of the design are given in the report.
KW  - Anchorages
KW  - Barriers (Roads)
KW  - Concrete
KW  - Crashworthiness
KW  - Highway safety
KW  - Impact tests
KW  - Temporary barriers
UR  - http://engineering.unl.edu/specialty-units/mwrsf/MwRSF-Downloads/TempBarrier/TRB%20Paper%2010-0431.pdf
UR  - https://trid.trb.org/view/915026
ER  - 

TY  - ABST
AN  - 01573544
TI  - Advanced Freeway Merge Assistance: Harnessing the Potential of Connected Vehicles

AB  - This project will investigate advanced freeway merge assistance strategies that can potentially be enabled by harnessing the potential of Connected Vehicle communication technologies. Strategies will be developed and assessed using simulation models of traffic and communication systems that provide measures of mobility and safety impacts.

KW  - Driver support systems
KW  - Freeways
KW  - Intelligent vehicles
KW  - Merging traffic
KW  - Simulation
KW  - Vehicle to vehicle communications
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-09-0066
UR  - https://trid.trb.org/view/1366733
ER  - 

TY  - RPRT
AN  - 01548578
AU  - Lagioia, M
AU  - Oonk, M E
AU  - TNO Science and Industry
AU  - Michigan Department of Transportation
AU  - Federal Highway Administration
TI  - Feasibility Study Intelligent Highways
PY  - 2009/10/28
SP  - 33p
AB  - The project “Feasibility Study Intelligent Highways” was performed as part of ENTERPRISE, where the project is looking at the concept of Intelligent or Thinking Highways using miniature, low cost and maintenance free sensors in the road surface for multiple purposes. Within this study the main focus was on using embedded wireless sensor networks for traffic monitoring and detection. The aim of the project is to review and research the implications of such a new state-of-the-art data collection system for effective operational traffic management and to perform a technological feasibility study for short term implementation. The feasibility study consisted of 3 phases: (1) Literature study after the State of the Art of know how and technology; (2) Identification of possible application areas; and (3) Analyses of expectations and maturity of technology aimed at deployment.
KW  - Data collection
KW  - Feasibility analysis
KW  - Highway traffic control
KW  - Intelligent transportation systems
KW  - Literature reviews
KW  - Sensors
KW  - Technological innovations
UR  - http://enterprise.prog.org/Projects/2002_2009/finalreports/MON-RPT-033-DTS-2009-037371.pdf
UR  - https://trid.trb.org/view/1333231
ER  - 

TY  - RPRT
AN  - 01149518
AU  - Bai, Qiang
AU  - Labi, Samuel
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Uncertainty-Based Tradeoff Analysis Methodology for Integrated Transportation Investment Decision-Making
PY  - 2009/10/28/Final Report
SP  - 92p
AB  - Transportation agencies strive to maintain their systems in good condition and also to provide acceptable levels of service to users. However, funding is often inadequate to meet the needs of system preservation and expansion, and thus performance- and budget-constrained optimization continues to be an issue. Adding complexity to this issue is the increasing visibility of different stakeholders who advocate for consideration of a multiplicity of diverse perspectives in the highway decision-making process. Thus agencies are grappling with the issue of how best to incorporate multiple performance objectives in their decision-making processes. Some of these objectives conflict with each other, and therefore a need arises for decisionmakers to find optimal solutions that examine the tradeoffs and provide a reasonable balance between the different objectives. Furthermore, there is the issue of uncertainty: outcomes of projects are never exactly what the decision-makers envisage; if such inevitable uncertainties are not duly accounted for, the final decision that may seem optimal may actually be associated with high risk. Finally, at most agencies, the management of highway assets is divided into several sub-areas such as pavements and safety assets. In this management structure, optimal management decisions are carried out separately for specific types of highway assets or management systems but do not always guarantee a global optimal strategy for all the management systems combined. Thus, a decision-making framework that integrates all asset types is needed to enhance decision-making and to ensure more efficient use of scarce funds. Clearly, a need exists for a multi-objective decision-making problem that integrates the various management systems, duly incorporates uncertainty, and helps decision-makers assess the tradeoffs between the performance measures. This study addresses that need. This report presents innovative techniques for carrying out multiple-criteria project selection and tradeoff analysis among the different management systems that comprise highway asset management. A key product of this study is the development of a novel project selection framework formulated as a multi-objective optimization problem.
KW  - Alternatives analysis
KW  - Asset management
KW  - Decision making
KW  - Investments
KW  - Multiple criteria decision making
KW  - Optimization
KW  - Project selection
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20020.pdf
UR  - https://trid.trb.org/view/908633
ER  - 

TY  - ABST
AN  - 01575179
TI  - Heavy Axle Load (HAL) Revenue Service Tests at Eastern & Western Mega-Sites
AB  - This project will continue support to the Association of American Railroads (AAR) revenue service test sites.  Results have been achieved on the performance of different rail types, grinding and lubrication.  Other track components are also tested.
KW  - Association of American Railroads
KW  - Axle loads
KW  - Grinding
KW  - Lubrication
KW  - Maintenance of way
KW  - Railroad tracks
UR  - https://trid.trb.org/view/1367422
ER  - 

TY  - ABST
AN  - 01464187
TI  - Human Factors Guidelines for Road Systems-Phase IV
AB  - The TRB Joint Subcommittee on "International Human Factors Guideline for Road Systems," AND10(2), was created to help plan the development of a human factors guideline for road systems that highway designers and traffic engineers could readily use in their work. NCHRP 17-18(8), <em>Comprehensive Human Factors Guidelines for Road Systems</em> was initiated in 2001 and provided the framework for the guideline and two chapters. The project was completed on January 31, 2005. NCHRP Project 17-31 began in August 2005 to develop additional chapters and integrate them with the work completed under Project 17-18(8). The Project 17-31 contractor developed a style guide for the Guideline, refined Chapters 1 through 5 from NCHRP Project 17-8(8), and prepared four new chapters: signalized intersections, unsignalized intersections, work zones, and horizontal curves. Project 17-31 was completed in August 2008. The work completed under project 17-31 has been published as NCHRP Reports 600A and 600B. NCHRP Project 17-41 started in March 2008 and is developing 5 additional chapters. The completion date for this project is March 2010. With the completion of Project 17-41 there are 7 chapters remaining to be completed. The Human Factors Guide (HFG) is intended to be a resource document for highway designers, traffic engineers, and other practitioners. The purpose of the HFG is to provide the best factual information and insight on road users' characteristics, in a useful format, to facilitate safe roadway design and operational decisions. The impetus behind this effort was the recognition that current design references have limitations in providing the practitioner with adequate guidance for incorporating road user needs and capabilities when dealing with design and operational issues. The work of this Joint Subcommittee is being coordinated with the development of the Highway Safety Manual being overseen by the TRB Task Force to Develop a Highway Safety Manual (HSM). The first edition of the HSM is expected to be produced after the completion of NCHRP Project 17-36 in January 2009. While the HSM includes one section of a chapter on human factors, it will provide only a broad scope and not include guidelines. The objective of this project is to complete the development of the Human Factors Guide. The following tasks would be conducted: (1) literature review, (2) develop a list of topics under each chapter, (3) prepare annotated outline for each guideline, (4) develop draft guidelines, and (5) develop final guidelines.<div></div><div></div>
KW  - Guidelines
KW  - Highway curves
KW  - Highway design
KW  - Highway operations
KW  - Highway safety
KW  - Highway Safety Manual
KW  - Human factors
KW  - Research projects
KW  - Signalized intersections
KW  - Unsignalized intersections
KW  - Work zone safety
KW  - Work zone traffic control
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2726
UR  - https://trid.trb.org/view/1232415
ER  - 

TY  - ABST
AN  - 01462193
TI  - Preserving and Protecting Freight Infrastructure and Routes
AB  - Freight transportation infrastructure and operations are threatened by a variety of factors and trends. Examples include gentrification along truck routes connecting to urban freight generating facilities such as manufacturing and distribution facilities and marine ports that create pressures to reduce or constrain freight activities; prohibitions placed on freight operations because of noise, visual pollution, and emissions impacts; and incompatible land development adjacent to century-old port and rail facilities. Local citizens often influence decisionmakers to adopt public plans, policies, and investments that force relocation or discontinuance of freight operations and facilities, both public and private. Without better planning, the projected growth in urban areas in the United States, combined with the corresponding increase in freight demand, will result in the continued threat to freight infrastructure from "higher value" land use. Once encroachment by incompatible development has occurred near freight facilities, mitigation is an expensive, lengthy, and often unsuccessful process. Similarly, freight "relocation" often negatively impacts freight transportation by increasing travel distances or adding complexity to freight interchanges, ultimately resulting in increased costs to business and consumers. A better approach is to plan for and identify potential areas of encroachment and conflict before they occur and provide governmental agencies and private stakeholders with the knowledge and tools to prevent incompatible development near critical freight infrastructure. And where freight and non-freight uses do coexist, adopt more effective strategies for mitigation, conflict mediation, and redevelopment approaches that integrate freight facility preservation into broader public planning efforts.  The objective of this research is to provide guidance to public and private stakeholders to develop, preserve, protect, and enhance freight transportation infrastructure and routes for all modes of transportation.
KW  - Freight transportation
KW  - Infrastructure
KW  - Land use planning
KW  - Research projects
KW  - Routes
KW  - State of the practice
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2667
UR  - https://trid.trb.org/view/1230414
ER  - 

TY  - ABST
AN  - 01464306
TI  - Economic Changes Driving Future Freight Transportation
AB  - The U.S. transportation system is a key underpinning of American economic activity. Understanding the driving forces that could most significantly affect the transportation system over the next 50 years will allow local, regional, and national transportation to anticipate and invest in transportation system improvements that enable the system to continue to provide key structural support to the U.S. economy. Foreseeing changes over the longer term future and the consequences of such changes is difficult but not entirely impossible. Several driving forces over the last 50 years shaped the current transportation patterns, and many of them were observable in their early phases. Identifying and monitoring these forces to see if they would continue or what trend they might take would have enabled a more forward-looking transportation investment strategy. For example, when the shipping container was introduced just over 50 years ago, monitoring global orders for container ships, road chassis, or container-handling cranes could have been key indicators that this new concept was taking hold and could change transportation patterns. The leadership of state departments of transportation (DOTs) and others responsible for the nation's transportation system must try to understand the driving forces that could shape transportation patterns and their impacts on the nation's transportation system. Research is needed to consider possible economic changes--in the broadest sense of that term--that can inform DOT officials and others responsible for managing the nation's freight transportation system. Management strategies that recognize emerging trends and are flexible, adaptive, and able to respond effectively will help ensure that the transportation system continues to support the growth of the economy and delivery of an increasingly high quality of life for the nation. Many forces may influence freight demand or transportation patterns now and in the future, for example (1) domestic population growth and the location of that growth; (2) average age of the population (and perhaps more importantly, what age ranges will increase relative to other age ranges); (3) water supplies (for drinking and transportation use) and their locations; (4) labor costs; (5) cost of capital and the value of the dollar; (6) GDP expansion; (7) general economic conditions (e.g., growth, recession or depression); (8) barriers to trade; (9) resource availability; (10) government regulations and policies; (11) domestic income per capita; (12) limitations on the availability or use of fossil fuels; and (13) climate change. Research is needed to identify the most significant of these forces and other forces between now and 2050. What are the plausible trend lines (scenarios) for these forces, how might they interact with each other, what indicators should be monitored and what are the potential tipping points that would indicate a systematic shift, and how can the indicators be monitored? The objective of this research is to provide with a critical analysis of the driving forces behind high-impact economic changes and business sourcing patterns that may affect the U.S. freight transportation system. This analysis will better enable informed discussions of national, multistate, state, and regional freight policy and system investment priorities
KW  - Containers
KW  - Demographics
KW  - Economic growth
KW  - Freight traffic
KW  - Shipper demand
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2629
UR  - https://trid.trb.org/view/1232535
ER  - 

TY  - ABST
AN  - 01461767
TI  - Mitigation Strategies and Scenario Planning for Reducing Transportation-Related Greenhouse Gas Emissions
AB  - The purpose of this task order is to conduct research on strategies to reduce greenhouse gas emissions from surface transportation and develop scenario planning approaches, through the use of alternatives, which take into consideration greenhouse gas reductions in transportation planning. Resource Systems Group (RSG) will identify the strongest team of prime and subcontractor staff knowledgeable in the subject matter that would be available to assist HEP.
KW  - Air quality management
KW  - Environmental impacts
KW  - Exhaust gases
KW  - Greenhouse gases
KW  - Pollutants
KW  - Research projects
KW  - Technological innovations
KW  - Transportation planning
UR  - https://trid.trb.org/view/1229987
ER  - 

TY  - RPRT
AN  - 01145042
AU  - Herman, Lloyd
AU  - McAvoy, Deborah S
AU  - Richardson, Wallace
AU  - Ohio University, Athens
AU  - Ohio Department of Transportation
AU  - Federal Highway Administration
TI  - Effectiveness of Noise Barriers Installed Adjacent to Transverse Grooved Concrete Pavement
PY  - 2009/10/16/Technical Report
SP  - 108p
AB  - In recent years the Ohio Department of Transportation (ODOT) has reconstructed a number of roadways where asphalt pavements were replaced with random transverse grooved concrete pavements. Upon completion, residents living adjacent to the reconstructed roadways have complained of increased noise levels. The Federal Highway Administration (FHWA) Traffic Noise Model (TNM) is used to determine if predicted traffic noise levels warrant abatement and to design the abatement structures. The public perception problem described above suggests that the model does not result in adequate noise barrier abatement designs near random transverse grooved concrete pavements. The overall goal of this project was to provide ODOT with accurate TNM noise predictions when modeling random transverse grooved concrete pavement highways. Three random transverse grooved PCC roadway sites were chosen for study where high quality sound recordings were taken. Sites 1 (Cincinnati I-275) and 2 (Troy I-75) were chosen to represent the noise quality experienced by residents adjacent to the roadway, where the residential areas were separated from the roadway by sound barriers. Site 3 (Madison County I-70) was chosen to study the attenuation of road noise with distance in an easily-characterized environment; an open soybean cropland essentially level on both sides of the roadway with no noise barrier. Through a paired t-test the research findings determined that the sample means of the TNM average pavement and the ODOT random transverse grooved pavement were not equivalent based upon a level of confidence of 95 percent. An examination of the one-third octave band frequency levels indicated that at frequencies greater than 500 Hz, the measured traffic noise levels exceeded both the TNM average pavement type and TNM ODOT random transverse grooved pavement predictions. However, at frequencies less than 500 Hz the predictions tended to exceed the measurements. It is recommended that the experimental version of TNM developed for this project, using the current ODOT random transverse grooved concrete pavement REMEL, should not be used in practice due to its potential to under-predict traffic noise levels. A new surface texture specification should also be developed for concrete pavements to replace the current specification in order to reduce tire/pavement noise levels while maintaining or improving safety and durability characteristics.
KW  - Concrete pavements
KW  - Noise barriers
KW  - Noise control
KW  - Tire/pavement noise
KW  - Traffic noise
KW  - Traffic Noise Model
UR  - http://worldcat.org/oclc/489729171/viewonline
UR  - https://trid.trb.org/view/905225
ER  - 

TY  - ABST
AN  - 01462432
TI  - Assessing and Comparing Environmental Performance of Major Transit Investments
AB  - Federal transit law provides that the Federal Transit Administration (FTA) may financially assist a proposed New Starts project only if it is justified based on a comprehensive review of its environmental benefits (among other criteria). To implement this requirement, the transit community needs a methodology that can be uses to assess the environmental benefits of a transit project in a way that facilitates its comparison to other transit projects in other metropolitan areas. While much thought has been given to comparing the environmental benefits of a transit project to the alternative highway project in the same corridor, an approach to comparing the environmental benefits of transit projects in different cities and of different modes, lengths, and costs is not readily available. The objective of this research would be to develop a methodology for assessing and comparing the environmental benefits of transit fixed guideway projects that can be applied by project sponsors and FTA. FTA has considered using the forecasted air pollutant emission reductions of the transit project as a measure of environmental benefits, but this approach fails to consider the vastly different health benefits of identical emissions reductions in a populous, highly air-polluted metropolitan area compared to a much less populous area that is in attainment of all Environmental Protection Agency (EPA) air quality standards. Furthermore, Federal transit law envisions a broader definition of the human environment than simply the air we breathe. It states that, in reviewing a project's environmental benefits and the other statutory criteria, FTA must evaluate and consider, among other things: the direct and indirect costs of relevant alternatives; factors such as--(i) congestion relief, (ii) air pollution, (iii) noise pollution, (iv) energy consumption, and (v) all associated ancillary and mitigation costs necessary to carry out each alternative analyzed; reductions in local infrastructure costs and other benefits achieved through compact land use development; and the cost of suburban sprawl. Thus, the methodology developed should take into account a broad range of environmental benefits and disbenefits of a transit project, in addition to air quality, including especially the other resources protected in Federal law, such as parklands, historic sites, wetlands and waters of the United States, endangered species, etc. </font></div><div><font size="3"> </font></div>
KW  - Air pollution
KW  - Air quality management
KW  - Benefit cost analysis
KW  - Environmental impacts
KW  - Noise
KW  - Public transit
KW  - Research projects
KW  - Transit operating agencies
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2616
UR  - https://trid.trb.org/view/1230653
ER  - 

TY  - RPRT
AN  - 01149555
AU  - Savolainen, Peter T
AU  - Dey, Kakan Chandra
AU  - Ghosh, Indrajit
AU  - Karra, Teja L N
AU  - Lamb, Alexander
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Investigation of Emergency Vehicle Crashes in the State of Michigan
PY  - 2009/10/15/Final Report
SP  - 41p
AB  - Crashes involving emergency vehicles, including ambulances, fire trucks, and police cars, are a substantial problem nationwide. The national traffic fatality rates for emergency medical service personnel, police officers, and firefighters have been estimated to be 2.5 to 4.8 times the national average among all occupations. Emergency vehicle crashes have been shown to be particularly problematic in the State of Michigan, which is among four states that were previously shown to account for 37.5% of the country’s ambulance‐involved fatalities. Over the five‐year period from 2004 to 2008, a total of 12,966 emergency vehicles were involved in traffic crashes in the State of Michigan and, among these crash‐involved vehicles, approximately 28.6 percent were on an emergency run at the time the crash occurred. The objectives of this research were to identify critical factors associated with the occurrence of emergency vehicle crashes, to distinguish among the characteristics of crashes involving different types of emergency vehicles, and to determine those factors affecting the injury severity resulting from emergency vehicle crashes. Crashes occurring during emergency response were more likely to occur near intersections or driveways, under dark lighting conditions, and during the PM peak period and the most prevalent types of crashes were angle, head‐on, and sideswipe collisions. These emergency response crashes were also characterized by high risk driving behaviors, such as speeding, overtaking, passing, and non‐use of safety restraint devices. Injuries tended to be most severe at high speeds, when emergency or non‐emergency drivers exhibited high risk driving behaviors, when angle collisions occurred, and when crashes involved police cars. Crashes were least severe at locations with lower posted speed limits, under darkness, when male drivers were involved, and particularly when safety belts were utilized.
KW  - Ambulances
KW  - Crash characteristics
KW  - Crash investigation
KW  - Crash rates
KW  - Crash types
KW  - Emergency medical technicians
KW  - Emergency vehicles
KW  - Fatalities
KW  - Fire vehicles
KW  - Firefighters
KW  - Injury severity
KW  - Michigan
KW  - Police
KW  - Police vehicles
KW  - Traffic crashes
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20015.pdf
UR  - https://trid.trb.org/view/908636
ER  - 

TY  - RPRT
AN  - 01149551
AU  - Mishalani, Rabi G
AU  - Goel, Prem
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Optimal Condition Sampling of Infrastructure Networks
PY  - 2009/10/15/Final Report
SP  - 25p
AB  - Transportation infrastructure systems consist of spatially extensive and long‐lived sets of interconnected facilities. Over the past two decades, several new non‐destructive inspection technologies have been developed and applied in collecting raw condition data and processing them to produce useful condition input to infrastructure inspection, maintenance, and rehabilitation (IM&R) decision‐making aimed at minimizing total expected life‐cycle cost. In response to the developments in inspection technologies, decision‐making methods evolved whereby the optimum combination of inspection decisions on the one hand and maintenance and rehabilitation decisions on the other are determined based on an economic evaluation that captures the long‐term costs and benefits. Recently, sample size has been included in IM&R decision‐making as a decision variable when considering a single facility. While, the question of dealing with a network of facilities in making maintenance and rehabilitation decisions has been addressed in the literature, this treatment does not consider condition sampling whereby each facility could require a different set of sample sizes over time. Doing so is valuable given the network nature of facilities that most infrastructure agencies are responsible for, the increasing number of inspection technology choices with possible varying degrees of accuracy and cost, and budget constraints agencies have to work within. During this reporting period (year 1 of a 2‐year project) a methodology was developed to address the extension of the single facility level problem to the network level whereby the uncertainty due to condition sampling is captured and its related decision variables included in the IM&R decision‐making process. More specifically, three activities were completed and a fourth was begun. The completed activities (1) outlined the issues that could be considered in addressing condition sampling at the networks level, (2) formulated the problem taking into account the issues deemed most critical above and devised a solution methodology, and (3) developed and wrote computer code to solve the formulation following the devised solution methodology above. The fourth activity consists of validating the code.
KW  - Condition surveys
KW  - Decision making
KW  - Economic analysis
KW  - Inspection
KW  - Maintenance
KW  - Networks
KW  - Optimization
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20004.pdf
UR  - https://trid.trb.org/view/908657
ER  - 

TY  - RPRT
AN  - 01149549
AU  - Benekohal, Rahim F
AU  - Avrenli, Kivanc
AU  - Ramezani, Hani
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Traffic Flow Characteristic and Capacity in Intelligent Work Zones
PY  - 2009/10/15/Final Report
SP  - 60p
AB  - Intelligent transportation system (ITS) technologies are utilized to manage traffic flow and safety in highway work zones. Traffic management plans for work zones require queuing analyses to determine the anticipated traffic backups, but the predictions are often inaccurate mainly because of lack of understanding of traffic flow characteristics in WZ. The current procedures for determining speed and capacity are inadequate and don’t consider the fundamental effects of ITS technologies in traffic flow and drivers behavior. This study will address of traffic flow characteristics in Intelligent WZ and will determine methods for computing work zone capacity. Accurate determination of work zone capacity is very important because it significantly affects the speed and user's cost computations. Various ITS applications are implemented in the US (such as speed photo enforcement (SPE), dynamic lane management, variable speed control, travel time information display, dynamic rerouting, etc), but a major study to determine how traffic flow characteristics are affected in these intelligent WZ has not been conducted. This study investigated the fundamental relationship among traffic flow variables in a WZ where ITS was implemented for mainly as a speed control measure. A theoretical relationship was developed using field data collected in work zones. In order to determine the operating capacity in the intelligent work zone where SPE was deployed, the fundamental speed‐flow curve for the intelligent work zone is established and compared with the speed‐flow curve for the same work zone when neither SPE nor another type of ITS was deployed as a speed control measure. The use of ITS in the work zone altered the relationship between space mean speed and traffic flow rate by lowering the speeds in the upper (uncongested) part of the speed‐flow curve. The use of SPE also brought about a slight reduction of around 100 pcphpl in the maximum per-lane capacity of the two‐lane‐open work zone compared to when no SPE is utilized. With the speed‐flow curve for the intelligent work zone established, one can use the operating speed as an input to accurately estimate the capacity of the intelligent work zone under the prevailing conditions.
KW  - Flow speed relationships
KW  - Highway capacity
KW  - Intelligent transportation systems
KW  - Speed control
KW  - Traffic flow
KW  - Work zone traffic control
KW  - Work zones
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20009.pdf
UR  - https://trid.trb.org/view/908607
ER  - 

TY  - RPRT
AN  - 01149535
AU  - McCord, Mark R
AU  - Mishalani, Rabi G
AU  - Goel, Prem
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Research and Education from a Smart Campus Transit Laboratory
PY  - 2009/10/15/Final Report
SP  - 64p
AB  - For approximately a decade, members of the project team monitored Ohio State University (OSU) campus buses serving four million passengers annually with a “homemade” GPS‐based automatic vehicle location (AVL), communications, and information system called BLIS (Bus Location and Information System). The team supplied regular, system‐wide performance reports to OSU’s Transportation and Parking (T&P) Campus Area Bus Service (CABS), responded to special requests from CABS (generally resulting from customer complaints about service), and conducted research studies that exploited the BLIS data archived. These research and outreach activities, along with the BLIS archived data, formed the first generation of the OSU Campus Transit Lab (CTL). Through a joint effort of T&P, the OSU College of Engineering, OSU’s Department of Civil and Environmental Engineering and Geodetic Science, and Clever Devices, Inc., BLIS is being replaced with an advanced, commercial‐grade “Smart Bus” system. Clever Devices has equipped large public bus agencies with such systems, but this is the company’s first implementation for a campus bus service. This substantially upgraded asset and the partnerships surrounding it offer the opportunity to develop the CTL into a unique, valuable, and recognized living lab that can simultaneously support innovative public transportation research, education, and outreach. Obtaining this status will require sustained development that produces benefits to the multiple collaborating stakeholders along the way while keeping them aware of the long term potential. To assist in this sustained development, it is necessary to conduct a multi‐faceted effort that implements and manages the underlying physical and institutional infrastructure of the Smart Bus system while simultaneously producing research, educational, and outreach results that exploit Smart Bus data and the CTL.
KW  - Automatic vehicle location
KW  - Bus transit
KW  - Campus Transit Lab (Ohio State University)
KW  - Campus transportation
KW  - Development
KW  - Education
KW  - Public transit
KW  - Research
KW  - Smart buses
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20006.pdf
UR  - https://trid.trb.org/view/908605
ER  - 

TY  - RPRT
AN  - 01149528
AU  - McCord, Mark R
AU  - Goel, Prem
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Estimating AADT from Combined Air Photos and Ground Based Data: System Design, Prototyping, and Testing
PY  - 2009/10/15/Final Report
SP  - 38p
AB  - Average annual daily traffic (AADT) is perhaps the most fundamental measure of traffic flow. The data used to produce AADT estimates are largely collected by in-highway traffic counters operated by traffic monitoring crews who must cover thousands of segments in their statewide systems on a continual basis. In addition to being costly, dangerous, and disruptive, the combination of limited resources and the large number of highway segments spread across the expansive geographic regions of the state requires that the state DOTs collect short-term sample volumes on a multi-year cycle. The authors have developed a method that combines the older, ground-based traffic data with traffic information contained in recent air photos in a statistically justified manner to produce more accurate estimates of AADT. To take advantage of this promising method in practice, it is necessary to develop an efficient way to use it on a widespread, repeated basis in an operational setting. The proposed work builds on previous efforts that led to conception, development, and preliminary testing of the estimation method. The authors designed the components of a software system that can be used to efficiently produce the improve AADT estimate, conducted empirical tests of the performance of the estimate, and worked toward gaining institutional acceptance for this novel estimation approach.
KW  - Aerial photography
KW  - Annual average daily traffic
KW  - Software
KW  - Traffic counts
KW  - Traffic data
KW  - Traffic estimation
KW  - Traffic flow
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20002.pdf
UR  - https://trid.trb.org/view/908603
ER  - 

TY  - RPRT
AN  - 01149527
AU  - Peeta, Srinivas
AU  - Hu, Shou-Ren
AU  - Chu, Chun-Hsiao
AU  - Liou, Han-Tsung
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Network Origin-Destination Demand Estimation using Limited Link Traffic Counts: Strategic Deployment of Vehicle Detectors through an Integrated Corridor Management Framework
PY  - 2009/10/15/Final Report
SP  - 60p
AB  - In typical road traffic corridors, freeway systems are generally well-equipped with traffic surveillance systems such as vehicle detector (VD) and/or closed circuit television (CCTV) systems in order to gather timely traffic information for traffic control and/or management purposes. However, other highway facilities in the corridor, especially arterials and surface streets in the vicinity of the freeway, mostly lack detector/sensor systems. Yet, most traffic management and control methods/frameworks in the literature assume the availability of time-dependent traffic measures (such as counts, flows, speeds, etc.) on all links of the corridor. Hence, there is a critical disconnect between the practical reality and methodological expectations in terms of detection capabilities. This research seeks to develop a mechanism to strategically deploy vehicle detectors to infer network origin-destination (O-D) demands using limited link traffic count data. It leads to the problem of the identification of “optimal” locations for installing detectors so that maximum system observability is achieved with a limited monetary budget. From an integration standpoint, it addresses the question of where to locate detectors on the non-freeway facilities so that, in conjunction with the installed detectors on freeways, the entire corridor can be managed effectively by obtaining the maximum possible accurate information on traffic conditions. The primary goal of the first stage of this project is to address the network sensor location problem (NSLP) directly so as to obtain the unobserved link flows given the minimum subset of observed link flows provided by passive counting sensors.
KW  - Highway corridors
KW  - Integrated corridor management
KW  - Location
KW  - Origin and destination
KW  - Sensors
KW  - Traffic counts
KW  - Travel demand
KW  - Vehicle detectors
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20018.pdf
UR  - https://trid.trb.org/view/908679
ER  - 

TY  - RPRT
AN  - 01149525
AU  - Tyner, Wallace
AU  - Rismiller, Craig
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Transportation Infrastructure Implications of Development of a Cellulose Ethanol Industry for Indiana
PY  - 2009/10/15/Final Report
SP  - 67p
AB  - The 2007 Energy Independence and Security Act calls for the US to produce 36 billion gallons of biofuels by 2022 of which no more than 15 billion would come from corn and 1 billion of biodiesel. Thus, the legislation envisions moving from no cellulose ethanol production today to as much as 20 billion gallons by 2022. In this research project, the authors estimate the transport system impacts of different levels of cellulose production in Indiana. A scenario approach is used for the transport of cellulosic materials to central plants. Transporting cellulose materials to a central processing plant requires more bulk material than for a corn ethanol plant. The authors use an integer programming model to locate and size cellulosic plants in Indiana. This model optimizes plant location given the potential cellulosic production from corn stover and other cellulosic inputs in each part of the state. Cellulose supply curves are developed for each sub‐region in the state. The authors  introduce different scenarios of cellulose development to compare with the base case of no cellulosic ethanol production. The growth of the ethanol industry could be a major mechanism for rural economic development, especially in Region V. Cellulosic ethanol will provide the opportunity for farmers to sell agricultural waste such as corn stover, in addition to growing dedicated energy crops on less desirable land. The emergence of this cellulose‐based ethanol industry will create a number of new transportation needs in Region V, along with new business opportunities for transportation firms. The development of a commercial cellulosic biofuels industry in biomass rich states such as Indiana would likely cause substantial impacts on road infrastructure. The authors assume that 100 percent of the biomass needed for the future cellulosic plants will be sourced locally, thus requiring the use of semi trucks to transport the biomass from the fields to centralized cellulosic biofuel facilities. This research took a case study approach to estimating the infrastructure impacts of cellulosic biofuel production by projecting the impacts of three selected Indiana cellulosic facility sites. The study produced the following key results:  (1) Average loaded vehicle trip miles (VTM) are projected to be 201 to 683 percent higher per gallon of cellulosic biofuel capacity compared to the VTM per gallon of capacity for grain based ethanol. (2)  Average ton‐miles per gallon of capacity for cellulosic biofuel production is projected to be 98 to 432 percent higher compared to the average ton‐mile for grain based ethanol (3)  The average length of haul (LOH) required to source an adequate supply of biomass will increase as more plants are built in a given region. Thus, the first commercial plant built should have the smallest infrastructure impact.
KW  - Biomass
KW  - Cellulose
KW  - Ethanol
KW  - Freight transportation
KW  - Indiana
KW  - Infrastructure
KW  - Production
KW  - Service by length of haul
KW  - Ton miles
KW  - Trip length
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20016.pdf
UR  - https://trid.trb.org/view/908655
ER  - 

TY  - RPRT
AN  - 01149520
AU  - Al-Qadi, Imad L
AU  - Wang, Hao
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Pavement Damage Due to Different Tire and Loading Configurations on Secondary Roads
PY  - 2009/10/15/Final Report
SP  - 65p
AB  - Due to the large percentage of goods moved by commercial trucks and its ever-growing freight industry, the U.S. needs innovative technologies to improve the efficiency of trucking operations and ensure continuous growth of the economy. One example of such a technology is the introduction of wide-base single tires to replace conventional dual tire systems. After more than two decades of research powered mainly by the tire industry, a new generation of wide-base tire was recently introduced. Compared to the first generation of wide-base tires, these new tires offer safety and cost-savings characteristics. Despite the significant advancements achieved through previous research projects on the impact of wide-base tires on pavements, past investigations have not evaluated the damage wide-base tires cause to low-volume secondary roads. This pavement class is widely encountered in many trucking applications, although for short distances, but the impact of the new generation of wide-base tires on these pavement structures is unclear. In addition, the static uniform loading assumption used in conventional flexible pavement design methods is inconsistent with realistic tire loading conditions and may result in erroneous pavement response and damage predictions. To address these shortcomings, this research project uses a developed three-dimensional (3-D) finite element model to predict pavement responses to loading applied by various tire configurations on secondary road pavements. This model incorporates the measured 3-D tire-pavement contact stresses, hot-mix asphalt (HMA) linear viscoelasticity, continuous moving load, and utilizes implicit dynamic analysis. The impact of wide-base tires on secondary road pavement damage was analyzed using available damage models, and the results were compared to the damage from conventional dual-tire assemblies. Findings of the study suggest that due to the different contact stress distributions at tire-pavement interface, the impact of the new generation of wide-base tire (455/55R22.5) on secondary road pavements varies when compared to the impact of the conventional dual-tire assembly.
KW  - Pavement damage
KW  - Pavement distress
KW  - Pavement performance
KW  - Rolling contact
KW  - Secondary roads
KW  - Stresses
KW  - Tires
KW  - Traffic loads
KW  - Types of tires
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20008.pdf
UR  - https://trid.trb.org/view/908606
ER  - 

TY  - RPRT
AN  - 01149517
AU  - Martchouk, Maria
AU  - Mannering, Fred
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Analysis of Travel Time Reliability on Indiana Interstates
PY  - 2009/10/15/Final Report
SP  - 84p
AB  - Travel-time reliability is a key performance measure in any transportation system. It is a measure of quality of travel time experienced by transportation system users and reflects the efficiency of the transportation system to serve citizens, businesses and visitors. Travel-time reliability (the variability in travel times on the same route at the same time from one day to the next) is critical to travelers, shippers, receivers and carriers for trip decisions and on-time arrivals at destinations. Thus, understanding travel time reliability is important to travelers in order for them to plan their trips effectively as well as shippers for them to plan and select routes appropriately. The first objective of this study is to formulate a methodology to obtain travel time data using Bluetooth technology on a freeway segment and collect travel time data. Bluetooth technology enables to collect real travel time data with a high sampling rate of up to 10% of the traffic flow. It also eliminates that need to use complex and often inaccurate algorithms use to calculate travel time from point speed data. Another benefit of this technology is it’s the fact that it is relatively inexpensive to implement; every station where travel time is desirable needs to be equipped with a processing unit, power source and Bluetooth dongle. The second objective is to observe daily and inter-daily variations as well as those due to poor weather conditions and estimate econometric models to predict travel time and variability. Within the context of this study, travel times were collected for two sections of freeway that experience heavy congestion during the peak hours. These travel times were then used to estimate three econometric models that predict travel time as a function of traffic flow parameters including speed and volume. The first model, which is linear regression with lagged dependent variable terms, aims to predict individual travel times during all times of day. The second model, a survival model, seeks to evaluate the probability of the trip lasting any specified length of time. In addition, it can predict the probability of exiting the freeway segment given that the vehicle has been traversing the segment up to that time. The third model seeks to describe travel time and the variability of travel time using the seemingly unrelated regression equations.
KW  - Bluetooth technology
KW  - Data collection
KW  - Econometric models
KW  - Indiana
KW  - Interstate highways
KW  - Reliability (Statistics)
KW  - Travel time
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20014.pdf
UR  - https://trid.trb.org/view/908656
ER  - 

TY  - RPRT
AN  - 01149516
AU  - Tutumluer, Erol
AU  - Pekcan, Onur
AU  - Ghaboussi, Jamshid
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Nondestructive Pavement Evaluation Using Finite Element Analysis Based Soft Computing Models
PY  - 2009/10/15/Final Report
SP  - 93p
AB  - Evaluating structural condition of existing, in-service pavements constitutes annually a major part of the maintenance and rehabilitation activities undertaken by State Highway Agencies (SHAs). Accurate estimation of pavement geometry and layer material properties through the use of proper nondestructive testing and sensor technologies is very important for evaluating pavement’s structural condition, its remaining life for maintenance and rehabilitation purposes, and for properly incorporating life cycle cost considerations into an up to date, improved Pavement Management System. For this purpose, pavement deflection basins gathered from the nondestructive Falling Weight Deflectometer (FWD) test data are commonly used to evaluate pavement structural conditions. Development of an innovative methodology, called SOFTSYS, Soft Computing Based Pavement and Geomaterial System Analyzer, is proposed here as an original way of interpreting the results of FWD tests for full-depth and conventional flexible pavements with the purpose of determining pavement layer properties as well as the layer thicknesses from FWD data without the need for pavement coring. Since the layer thickness information plays a crucial role in FWD data back calculation and remaining pavement life estimation, the outstanding contribution of SOFTSYS will be in the reliable estimation of pavement layer thicknesses in addition to their stiffness properties. Using only FWD test results (i.e. deflections) as inputs, SOFTSYS will calculate all the necessary properties for pavement evaluation. This study focused first on the use of ANN pavement structural models developed with the results of the ILLI-PAVE finite element (FE) program to predict pavement deflections under FWD loading. Then an innovative soft computing application, referred to herein as SOFTSYS, was introduced for the hybrid use of Genetic Algorithms (GAs) and artificial neural networks (ANNs) to estimate pavement layer properties including the hot mix asphalt concrete (HMA) thickness from only the FWD test data collected on full-depth asphalt pavements built on both natural and lime modified subgrades. The performances of the developed surrogate ANN structural models (forward models) were well above satisfactory; i.e., these ANN models could be used in lieu of finite element analyses for the quick and accurate predictions of the surface deflections and the critical responses of all types of full-depth flexible pavements found/constructed in Illinois, Indiana and Ohio.
KW  - Deflection
KW  - Falling weight deflectometers
KW  - Finite element method
KW  - Genetic algorithms
KW  - Neural networks
KW  - Nondestructive tests
KW  - Pavement layers
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Software
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20010.pdf
UR  - https://trid.trb.org/view/908634
ER  - 

TY  - RPRT
AN  - 01149515
AU  - Buttlar, William Glen
AU  - Paulino, Glaucio H
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Development of a Finite Element Based Thermal Cracking Performance Prediction Model
PY  - 2009/10/15/Final Report
SP  - 40p
AB  - Low-temperature cracking of hot-mix asphalt (HMA) pavements continues to be a leading cause of premature pavement deterioration in regions of cold climate and/or where significant thermal cycling occurs. Recent advances in fracture testing and modeling of HMA materials have greatly aided in the understanding of the key mechanisms behind this devastating pavement distress mode. While these advances have led to new insights into cracking mechanisms and design strategies, there remains the challenge of implementing these models into a standalone program which can be easily used by other researchers and practitioners. The proposed supplemental study extends the scope of the existing pooled fund study to more explicitly capture the interactions between vehicles and the infrastructure. Following the successful first phase of the National Pooled Fund Study on Low Temperature Cracking, a second phase will be initiated in mid-2007 and continue for two to three years. While the phase II study will provide additional funding for more field sections at the Minnesota Road Research (Mn/Road) facility and other locations in the US (selected participating states), there is a need for additional research which would facilitate the development of standalone, efficient code for thermal crack prediction. The main deliverable of this project is a user-friendly, computationally efficient program called Visual LTC, which can be used to analyze and to design against thermal cracking in asphalt pavements. This tool will greatly facilitate the design of economical pavement systems and the utilization of modern material formulations and construction techniques that are environmentally friendly and sustainable, such as the use of very high amounts of recycled materials and the use of low energy/low emission warm mix technologies. Planned work in the next phase of this study will lead to the integration of this software into a more holistic asset management analysis system. Given the nature of the proposed GUI and the nature of material database development and distribution/sharing, an object-oriented language was found to be necessary. Visual LTC is written in C# (pronounced “see-sharp”) under Microsoft’s .NET framework. Visual LTC uses an intuitive class structure to represent data (i.e. each pavement layer is a new instance of a class). Visual LTC has been demonstrated to work properly with existing thermal cracking software modules, i.e., those used in the Mechanistic Empirical Design Guide (MEPDG).
KW  - Finite element method
KW  - Hot mix asphalt
KW  - Low temperature
KW  - Pavement cracking
KW  - Pavement design
KW  - Pavement distress
KW  - Pavement performance
KW  - Software
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20011.pdf
UR  - https://trid.trb.org/view/908635
ER  - 

TY  - RPRT
AN  - 01149510
AU  - Li, Xiaopeng
AU  - Choi, Eunseok
AU  - Ouyang, Yanfeng
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Sensor Network Design for Multimodal Freight Transportation Systems
PY  - 2009/10/15/Final Report
SP  - 45p
AB  - The agricultural and manufacturing industries in the US Midwest region rely heavily on the efficiency of freight transportation systems. While the growth of freight movement far outpaces that of the transportation infrastructure, ensuring the efficiency and sustainability of the transportation networks becomes a major challenge. The prominent disbenefit of delay and unreliability highlights the need for an integrated, systems-level framework that incorporates cutting-edge information technologies and advanced multimodal network modeling techniques to monitor, manage and plan complex freight transportation systems. Recent developments in sensing and information technology hold the promise to allow efficient monitoring, assessment, and management of complex systems. This project investigated the effect of existing or off-the-shelf sensors on detecting traffic and infrastructure conditions for highway and rail modes. This research project developed an analytical framework to quantify the benefits and costs of deploying sensors for the major freight transportation modes. Specifically, this project developed a new sensor deployment problem in the context of traffic O-D flow surveillance using vehicle ID inspection technologies (e.g., RFID). In addition to traditional flow coverage benefits based on individual sensors, the authors investigated the path coverage benefits from synthesizing the multiple sensors in transportation networks. The authors  considered possible sensor disruptions that are very common for many sensor technologies, yet not well addressed until very recently.
KW  - Evaluation and assessment
KW  - Freight transportation
KW  - Information technology
KW  - Inspection
KW  - Management
KW  - Monitoring
KW  - Multimodal transportation
KW  - Sensors
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20012.pdf
UR  - https://trid.trb.org/view/908659
ER  - 

TY  - RPRT
AN  - 01149509
AU  - Peeta, Srinivas
AU  - Du, Lili
AU  - Kim, Yong Hoon
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - A Decision Support Tool for Vehicle Infrastructure Integration: Understanding Information Effects and Advancing Data Fusion Algorithms for Traffic Management Applications
PY  - 2009/10/15/Final Report
SP  - 63p
AB  - This research seeks to explore vehicle-to-vehicle information networks to understand the interplay between the information communicated and traffic conditions on the network. A longer-term goal is to develop a decision support tool for processing and storage of large amount of real-time (probe) data for advancing the state of the art in Vehicle Infrastructure Integration (VII). The fundamental concept in VII is that the (probe) vehicles serve as data collectors and anonymously transmit traffic information to transportation agencies to facilitate proactive strategies for traffic management and safety. The project develops new data fusion algorithms for travel time estimation and online stochastic routing which provides a clear representation of the benefit of information exchange between vehicles in VANETs. A Vehicular Ad Hoc Network (VANET) is composed of smart vehicles in which advanced wireless communication equipment are installed so that inter-vehicular communications are enabled. As a newly emerging paradigm of the Advanced Traveler Information Systems (ATIS), the VANET has received significant interest recently. There are many challenging research topics in this promising area, which can be grouped into two major categories. The first category includes the issues regarding the performance of the communication networks; for example, the network connectivity, the communication capacity, the broadcasting protocol, and so on. The second category comprises issues about traffic networks such as traffic data or information fusion, and online routing. This study focuses on building the information fusion framework to predict the short-term link travel time distribution with the real-time travel-time information provided by a VANET.
KW  - Advanced traveler information systems
KW  - Algorithms
KW  - Data fusion
KW  - Intelligent vehicles
KW  - Traffic data
KW  - Travel time
KW  - Vehicle infrastructure integration
KW  - Wireless communication systems
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20013.pdf
UR  - https://trid.trb.org/view/908677
ER  - 

TY  - RPRT
AN  - 01149506
AU  - Peeta, Srinivas
AU  - Hsu, Yu-Ting
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Integrating Supply and Demand Aspects of Transportation for Mass Evacuation under Disasters
PY  - 2009/10/15/Final Report
SP  - 50p
AB  - This study seeks to address real-time operational needs in the context of the evacuation response problem by providing a capability to dynamically route vehicles under evacuation, thereby being responsive to the actual conditions unfolding in real-time in the traffic network, both in terms of the evolving traffic patterns (demand-side) and the available road infrastructure in the aftermath of the disaster (supply-side). A key aspect in evacuation operations which is not well-understood is the interplay between route choice behavior and its effect on traffic and supply dynamics (i.e., composition of evacuation traffic, changes in roadway capacities, etc.). Evacuation traffic has historically been quantified with descriptive surveys characterizing the behavioral aspects from social or psychological contexts. Integration of these behavioral aspects into traffic and/or supply-side models has been limited. This study seeks to address such integration for generating realistic and effective evacuation strategies by focusing on developing behavioral models for no-notice mass evacuation. They include: (i) an evacuation participation decision model that determines whether an individual or a group of individuals would evacuate at the current time in a disaster context, and (ii) an evacuation route choice model that determines the routes taken by individuals or groups of individuals after they take a decision to evacuate.
KW  - Demand
KW  - Disaster preparedness
KW  - Disasters and emergency operations
KW  - Evacuation
KW  - Highway capacity
KW  - Highway traffic
KW  - Route choice
KW  - Supply
KW  - Travel behavior
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20019.pdf
UR  - https://trid.trb.org/view/908681
ER  - 

TY  - RPRT
AN  - 01149505
AU  - Coifman, Benjamin
AU  - NEXTRANS
AU  - Research and Innovative Technology Administration
TI  - Length Based Vehicle Classification on Freeways from Single Loop Detectors
PY  - 2009/10/15/Final Report
SP  - 142p
AB  - Roadway usage, particularly by large vehicles, is one of the fundamental factors determining the lifespan of highway infrastructure, e.g., as evidenced by the federally mandated Highway Performance Monitoring System (HPMS). But the complexity of Weigh in Motion (WIM) and other classification stations makes them difficult and costly to maintain. Some of the classification stations employ axle counters, but the least expensive of these stations use dual loop detectors to measure vehicle length and classify vehicles based on this measurement. To date, collecting reliable length data from single loop detectors has been considered impossible due to the noisy speed estimates. Single loop detectors promise to be an inexpensive alternative to spread classification coverage to the existing count stations and existing traffic operations detector stations. By extending classification to the relatively high density of real time traffic monitoring stations in urban areas, the classification work could allow these urban traffic management systems to better monitor freight traffic within the metropolitan areas. The research seeks to develop a means to reliably classify vehicles using estimated vehicle length from single loop detectors. Single loop detectors are the most common vehicle detector, yet they are not used for vehicle classification due to the inherent noise in the individual vehicle length estimates. This work has developed a means to extract more reliable vehicle speed estimates from single loop detectors, and thus, vehicle length estimates as well. This new, reliable, single loop detector methodology for classifying vehicles based on estimated vehicle length is significant because it will provide a low cost means of collecting vehicle classification data by extending the capabilities of existing single loop detectors. There are thousands of single loop detectors on the freeways within the region served by NEXTRANS.
KW  - Freeways
KW  - Highway traffic
KW  - Length
KW  - Loop detectors
KW  - Traffic counts
KW  - Vehicle classification
KW  - Vehicles
UR  - http://www.purdue.edu/discoverypark/nextrans/assets/pdfs/completedprojects/Final%20Report%20003.pdf
UR  - https://trid.trb.org/view/908598
ER  - 

TY  - RPRT
AN  - 01449593
AU  - Lowe, Daniel
AU  - O’Brien, Robert
AU  - University of Nevada, Las Vegas
AU  - Research and Innovative Technology Administration
TI  - Drag Reduction Proof of Principal Research
PY  - 2009/10/14/Final Report
SP  - 10p
AB  - This report describes the technical advancements made on the Drag Reduction Proof of Principal  project from April 1, 2009 through August 31, 2009. The dust suppression project discovered that the feasibility of drag reduction for large vehicles is feasible through extensive wind tunnel testing. Although the project was not able to test the full scale version on a trailer due to time and financial restraints, valuable data and insight was gained for future large scale testing. This project will utilize the knowledge gained from the dust suppression research and try to validate their findings on a full scale trailer. If time and money permits, flaps will be attached to the trailer to try to quantify the amount of fuel savings on a vehicle of that size.
KW  - Drag
KW  - Drag forces
KW  - Dust control
KW  - Testing
KW  - Tractor trailer combinations
KW  - Trucks
KW  - Wind tunnels
UR  - http://ntl.bts.gov/lib/45000/45300/45304/DragReduction.pdf
UR  - https://trid.trb.org/view/1215746
ER  - 

TY  - RPRT
AN  - 01146797
AU  - Nandkeolyar, Udayan
AU  - University of Toledo
AU  - Research and Innovative Technology Administration
TI  - High-Speed Surface Transportation Corridor: A Conceptual Framework
PY  - 2009/10/08/Final Report
SP  - 38p
AB  - Efficient transportation is indispensable for economic growth and prosperity. In this study the author proposes the development of a high-speed surface corridor and compatible vehicles. He presents a conceptual framework for this corridor and vehicle. This proposed concept will improve the efficiency, flexibility, convenience, and environmental impact of transporting people and materials. His concept is to have trucks and cars travel through these corridors at speeds of over 250 mph without discontinuity. These vehicles will have the ability to use existing roads as well as the proposed corridor. He will explore the application of current and emerging technologies for developing such high-speed surface corridors to link major destinations such as Los Angeles and Chicago.
KW  - Automobile travel
KW  - High speed ground transportation
KW  - Highway corridors
KW  - Highway design
KW  - Highway planning
KW  - Travel time
KW  - Trucking
UR  - http://www.utoledo.edu/research/ututc/docs/UTUTC-SC-7_Final_Report.pdf
UR  - https://trid.trb.org/view/906627
ER  - 

TY  - RPRT
AN  - 01144476
AU  - Donnell, Eric T
AU  - Rado, Zoltan
AU  - Scheetz, Barry E
AU  - Garvey, Philip M
AU  - Chehab, Ghassan
AU  - Pennsylvania State University, University Park
AU  - Pennsylvania Department of Transportation
AU  - Mid-Atlantic Universities Transportation Center
AU  - Federal Highway Administration
TI  - Study of Bead Gun Angle when Applying Glass Beads to Waterborne Paint
PY  - 2009/10/08/Final Report
SP  - 110p
AB  - Retroreflectivity of pavement markings is an important measure of their nighttime effectiveness.  In Pennsylvania, retroreflectivity is achieved by placement of spherical glass beads in the pavement marking paint using a bead gun attached to a paint truck.  The purpose of this project was to investigate the application angle of glass beads on waterborne paint to determine which angle(s) result in optimal nighttime visibility from a paint truck moving at various speeds.  A variety of laboratory and field experiments were conducted to evaluate pavement marking performance, including digital image processing, scanning electron microscopy, high-speed video imagery, end detection distance measurements from research participants, and retroreflectivity measurements.  The laboratory tests were subjected to accelerated wear and weather exposure.  The results indicate that the 12 mph truck application speed and -20 degree bead gun angle provides the optimal nighttime visibility based on the laboratory and field evaluations performed in the present study.
KW  - Glass beads
KW  - Night
KW  - Night visibility
KW  - Retroreflectivity
KW  - Road marking materials
KW  - Road markings
UR  - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Reducing%20Fatalities/Study%20of%20Glass%20Bead%20Gun%20Angle.pdf
UR  - https://trid.trb.org/view/904334
ER  - 

TY  - RPRT
AN  - 01575244
AU  - Bieber-Tregear, Michelle
AU  - Williams, Jessica Roberts
AU  - Tregear, Stephen
AU  - MANILA Consulting Group, Incorporated
AU  - Federal Motor Carrier Safety Administration
TI  - Narcolepsy (with and without Cataplexy) and Commercial Motor Vehicle Driver Safety
PY  - 2009/10/06
SP  - 177p
AB  - This evidence report contains four major sections: 1) Background, 2) Crash Statistics, Sleep-related Crash Data, and Relevant Regulations, 3) Methods, and 4) Evidence Synthesis. These major sections are supplemented by extensive use of appendices. The Background section summarizes basic information on the condition of narcolepsy, with and without cataplexy. In the section titled Crash Statistics, Sleep-related Crash Data, and Relevant Regulations, the authors provide information pertaining to current regulatory standards and guidelines from the Federal Motor Carrier Safety Administration (FMCSA) and three other government transportation safety agencies; the Federal Aviation Administration (FAA), the Federal Railroads Administration (FRA), and the Maritime Administration (MARAD). In addition, the authors summarize equivalent information from other countries that are generally considered to have well-developed medical fitness programs. In the Methods section, the authors detail how they identified and analyzed information for this report. The section covers the key questions addressed, details of literature searching, criteria for including studies in the analyses, evaluation of study quality, assessment of the strength of the evidence base for each question, and methods for abstracting and synthesis of clinical study results. The Evidence Synthesis section of this report is organized by key question. For each question, the authors report on the quality and quantity of the studies that provided relevant evidence. The authors then summarize available data extracted from included studies either qualitatively or, when the data permit, qualitatively and quantitatively (using meta-analysis). Each section in the Evidence Synthesis section closes with conclusions that are based on the authors' assessment of the available evidence.
KW  - Commercial vehicle operations
KW  - Crash data
KW  - Highway safety
KW  - Literature reviews
KW  - Meta-analysis
KW  - Narcolepsy
KW  - Regulations
KW  - Truck drivers
UR  - http://ntl.bts.gov/lib/55000/55200/55225/Narcolepsy_and_CMV_drivers_-_FINAL_10302009..pdf
UR  - https://trid.trb.org/view/1366770
ER  - 

TY  - ABST
AN  - 01573566
TI  - Alternative Broken Rail Protection
AB  - With the advent of Positive Train Control (PTC) Technology to replace the conventional track circuit based signaling system, a method has to be devised as an alternative to using the track circuit for detection of broken rail.  It is not desirable to retain some part of the track circuits for this detection as they are expensive to install and maintain, and thus contradicting the intent of reducing the replacement and operating cost of train control system by replacing the conventional signaling system with PTC.
KW  - Flaw detection
KW  - Maintenance of way
KW  - Positive train control
KW  - Railroad signaling
KW  - Railroad tracks
KW  - Track circuits
UR  - https://trid.trb.org/view/1366793
ER  - 

TY  - ABST
AN  - 01485572
TI  - Innovative Approaches for Next Generation Vehicle Positioning
AB  - The initial phase will assess the viability, benefits, limitations, and obstacles for different approaches based on technological, business, and deployment characteristics. In particular, the research will focus the phase I research on how public and cooperative vehicle infrastructure can serve as additional augmentation mechanisms to improve vehicle positioning. A second phase will include the testing of several of the viable approaches.
KW  - Intelligent vehicles
KW  - Next generation design
KW  - Technological innovations
KW  - Vehicle detectors
KW  - Vehicle infrastructure integration
KW  - Vehicle positioning systems
UR  - http://www.fhwa.dot.gov/research/tfhrc/projects/projectsdb/projectdetails.cfm?projectid=FHWA-PROJ-09-0062
UR  - https://trid.trb.org/view/1254336
ER  - 

TY  - ABST
AN  - 01468285
TI  - Telephone Survey to Determine Travel Behavior of Residents of Transit Oriented Development in the Inland Empire
AB  - As articulated in Rick Willson's proposal (Phase 1 of the project), policy makers are seeking to coordinate land use and transportation planning to support environmental goals. This is required in the Sustainable Communities Strategy plans mandated by SB 375, and many other regional and local planning efforts. Part of that coordination involves clustering development near transit services (transit-oriented development). This effort requires high quality, local information about the travel behavior of those who live in transit-oriented development (TOD).  In order to gather this information, telephone surveys will be conducted with four target populations. A survey of the first target population (200 residents living within ½ mile of commuter rail stations) will be undertaken as part of Phase 1 of this project. This second phase of the study addresses the three other target populations: 200 residents living within ½ mile of high frequency bus stops, 200 residents living farther than ½ mile but within a 5 mile radius of commuter rail stations, and 200 residents living farther than ½ mile but within a 5 mile radius of high frequency bus stops. Data derived from the survey will be used to understand how travel behavior and auto ownership vary with transit proximity and to understand the factors that affect those relationships. The results will be useful for modelers and policy makers in the Inland Empire and across the state.
KW  - Cluster analysis
KW  - Data collection
KW  - Inland Empire (California)
KW  - Land use planning
KW  - Public transit
KW  - Railroad commuter service
KW  - Research projects
KW  - Sustainable development
KW  - Transit oriented development
KW  - Travel behavior
KW  - Travel surveys
UR  - https://trid.trb.org/view/1236522
ER  - 

TY  - ABST
AN  - 01467994
TI  - Evaluation of Detour System for I-15 Freeway North Reconstruction Design Build Project
AB  - The main goal of this project is to create strategies for traffic control and management of urban construction. The primary research objectives are to analyze data collected by FAST for the various detour strategies, compare simulation results with actual data, and develop guidelines for future major urban freeway detours. These guidelines are critical because over the next decade several major freeway reconstruction projects are planned in Nevada. This research will prepare working papers for each task for review by a research panel. The Panel will consist of personnel from FAST and affected Nevada Department of Transportation (NDOT) Divisions that will meet quarterly or as needed. The finalized working papers will constitute chapters in the final report.
KW  - Detours
KW  - Evaluation and assessment
KW  - Freeways
KW  - Highway traffic control
KW  - Nevada
KW  - Nevada Department of Transportation
KW  - Road construction
KW  - Traffic control
UR  - https://sites.google.com/site/i15northproject/home
UR  - https://trid.trb.org/view/1236230
ER  - 

TY  - ABST
AN  - 01464588
TI  - Handbook for Pavement Design, Construction, and Management
AB  - The design, construction, and management of highway pavements is a complex task that involves the consideration of many topics. Among these topics are structural design and analysis, drainage provisions, traffic load spectra, material utilization/conservation, surface characteristics, construction practices, pavement evaluation, pavement type selection, life-cycle cost analysis, and preservation. Some of these topics have been addressed in American Association of State Highway &amp; Transportation Officials (AASHTO) documents (e.g., Pavement Management Guide; Guide for Pavement Friction; and Mechanistic-Empirical Pavement Design Guide, Interim Edition: A Manual of Practice) and a great deal of information on the other topics is available in the literature. However, this information has not yet been synthesized or assembled in a format that will facilitate accessibility and use by highway agency professionals. Research is needed to identify current practices; review relevant information; and develop a handbook that discusses the topics pertaining to the design, construction, and management of pavements and incorporates relevant AASHTO documents. Preparing such a handbook in an interactive-electronic, easy-to-edit format with a printer-friendly option will further facilitate its use and update. Such a handbook will provide highway agency professionals with ready-to-use information to help them effectively perform the task of pavement design, construction, and management.  The objective of this research is to develop a handbook that addresses design, construction, and management aspects of pavements. The Handbook shall be prepared in an interactive-electronic, easily editable format with a printer-friendly option, suitable for consideration and adoption by AASHTO.
KW  - Guidelines
KW  - Handbooks
KW  - Pavement design
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Pavement performance
KW  - Pavements
KW  - Rehabilitation (Maintenance)
KW  - State departments of transportation
UR  - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1607
UR  - https://trid.trb.org/view/1232819
ER  - 

TY  - ABST
AN  - 01462274
TI  - Definition and Determination of Remaining Service and Structural Life
AB  - The objective of this research project is to develop broad definitions for Remaining Service and Structural Life (RSL) that are consistent, unambiguous, and defensible, review current and future data availability in defining the measures and processes for determining RSL and develop procedures for determining RSL at both the project and network level to meet the current and emerging design, contracting, maintenance, and management practices.
KW  - Best practices
KW  - Data collection
KW  - Remaining life analysis
KW  - Remaining useful life
KW  - Research projects
KW  - Service life
KW  - Structural health monitoring
UR  - https://trid.trb.org/view/1230495
ER  - 

TY  - ABST
AN  - 01461820
TI  - GIS Tools for Strategic SB 375 Planning and Program Participation
AB  - This proposal is for a program of decision support protocol development and related geographic information system (GIS) computer applications development for strategic compliance with the new transportation and land use planning mandates of California SB 375. SB 375 is a statute designed to help slow global warming (and incidentally to reduce air pollution and urban sprawl) by promoting comprehensive urban development approaches that are expected to reduce passenger miles driven. This mandate, which affects local agencies and metropolitan (regional) planning organizations (MPOs), requires far more integration of land use planning with transportation planning, and far more geospatial analysis than was previously necessary. The protocol and tools developed under terms of this proposed grant would have stand-alone value as innovative planning tools and methodologies, and their use could and should be promoted to advantage through ordinary dissemination means. But they are ideally envisioned as the central innovation in a larger package of SB375-related education, outreach and technical assistance services to local and regional agencies. Such a package would require additional funding as well as program efforts beyond the scope of this twelve month proposal.  The project will benefit significantly from the GIS and regional research capabilities resident at Cal Poly Pomona. In particular, deliverables will include two products that capitalize on these opportunities. The first is a symposium session and/or possible cosponsored event on GIS tools for SB375 compliance, sponsored by the Center for the Study of the Inland Empire and targeted to the region's planning professionals and policy makers. The second is a featured content channel on the Regional Research Portal, a web-based geospatial metadata portal currently under construction at the Cal Poly Pomona Center for GIS Research. Accordingly, an important secondary goal of the project is to build lasting links between transportation and planning agencies and professionals in the region and the University's GIS faculty, staff and resources.
KW  - California
KW  - Environmental impacts
KW  - Geographic information systems
KW  - Land use planning
KW  - Laws
KW  - Metropolitan planning organizations
KW  - Planning and design
KW  - Research projects
KW  - Sustainable development
UR  - https://trid.trb.org/view/1230040
ER  - 

TY  - ABST
AN  - 01461819
TI  - Smart Dial-a-Ride for Demand-Responsive Transit Operations: Research and Development of a Prototype Dispatch Assistance Tool
AB  - This project proposes to investigate and develop the conceptual basis for an efficient system to aid Dial-a-Ride operations in several areas including: (a) taking ride reservations, (b) assigning rides to vehicles, (c) optimizing vehicle routing, and (d) automatically generating reports which characterize system operation and ridership.
KW  - Demand responsive transportation
KW  - Dispatching
KW  - Paratransit services
KW  - Public transit
KW  - Research projects
KW  - Ridership
KW  - Route guidance
UR  - https://trid.trb.org/view/1230039
ER  - 

TY  - ABST
AN  - 01461818
TI  - Smart Dial-a-Ride for Demand-Responsive Transit: Operations Analysis and Development of a Concept for Improvements
AB  - This project proposes to investigate, analyze and develop the conceptual basis for an efficient system to aid Dial-a-Ride operations in several areas including: (a) taking ride reservations, (b) assigning rides to vehicles, (c) optimizing vehicle routing, and (d) automatically generating reports which characterize system operation and ridership.
KW  - Demand responsive transportation
KW  - Paratransit services
KW  - Public transit
KW  - Research projects
KW  - Ridership
KW  - Route guidance
KW  - Transit operating agencies
UR  - https://trid.trb.org/view/1230038
ER  - 

TY  - ABST
AN  - 01461817
TI  - HOV/HOT Lane Proposal
AB  - In June, SANBAG and IAR met to discuss the various research needs of the agency. One of the major transportation issues involves converting existing HOV lanes on the 210, I-10 and I-15 freeways into HOT lanes, which will allow solo commuters to pay a toll to use these lanes. But before SANBAG makes a final decision, it was agreed that a telephone survey of residents should be undertaken in an effort to determine the public's interest in and willingness to support this conversion of HOV lanes into HOT lanes.   These telephone surveys will be conducted with residents of San Bernardino Valley and Victor Valley who use the three freeway corridors. A total of 500 respondents will be surveyed, yielding results with a 95% level of confidence and an accuracy of +/- 4.4%.  The questionnaire will be constructed in close consultation with SANBAG Officials and the surveys will be conducted in both English and Spanish. Data from this survey will provide important information by which SANBAG could market such a conversion to the general public.
KW  - Commuters
KW  - High occupancy toll lanes
KW  - High occupancy vehicle lanes
KW  - Research projects
KW  - San Bernardino (California)
KW  - Toll roads
KW  - Travel surveys
UR  - https://trid.trb.org/view/1230037
ER  - 

TY  - ABST
AN  - 01461816
TI  - Travel Behavior of Residents of Transit-Oriented Development in the Inland Empire
AB  - This project describes how environmental goals are required in the Sustainable Communities Strategy plans mandated by SB 375, and many other regional and local planning efforts. Part of that coordination involves clustering development near transit services (transit-oriented development). This effort requires high quality, local information about the travel behavior of those who live in transit-oriented development (TOD). The Southern California Association of Governments (SCAG) and Cal Poly Pomona (CPP) scholars are working on modeling tools to better understand and predict these effects, but information is lacking about the travel behavior of those living in TODs. This proposal follows two previous California studies of the travel behavior of those who live in transit-oriented development (TOD). There are two new foci represented in this proposal - studying bus and commuter rail TOD, and studying the Inland Empire. The project involves a survey of the residents who live in multi-family residential buildings within 1/2 mile of high capacity bus and commuter rail lines. The results will be used to understand how travel behavior and auto ownership vary with transit proximity and to understand the factors that affect those relationships. The results will be useful for modelers and policy makers in the Inland Empire and across the state.
KW  - Cluster analysis
KW  - Inland Empire (California)
KW  - Public transit
KW  - Research projects
KW  - Sustainable development
KW  - Transit oriented development
KW  - Travel behavior
UR  - https://trid.trb.org/view/1230036
ER  - 

TY  - ABST
AN  - 01461784
TI  - Feasibility of Linear Synchronous Motor Truck Lanes to Reduce Pollution and Congestion on Inland Empire Freeways
AB  - The recent interest in "clean" movement of containers along Southern California freeways has prompted the South Coast Air Quality Management District (SCAQMD) and the California Department of Transportation (CALTRANS) to develop requirements for zero-emission container transport. This proposal (1) describes a realistic approach to reduction of goods movement pollution--the LSM/HA propulsion system, (2) proposes a detailed study of both the implementation and operational plans for such a system, and (3) provides a preliminary estimate of the pollution reduction capability of such a system.
KW  - Air pollution
KW  - Air quality management
KW  - Environmental impacts
KW  - Freight traffic
KW  - Research projects
KW  - Truck lanes
UR  - https://trid.trb.org/view/1230004
ER  - 

TY  - ABST
AN  - 01461783
TI  - Transportation and Logistics Technology Integration
AB  - The objective of this project is to develop 'mulit-mode' course materials and technology as a common thread for the transportation and logistics curriculum. Students and instructors will be provided with learning materials and demonstrations that can be used online or in-class.
KW  - Education and training
KW  - Logistics
KW  - Research projects
KW  - Technology assessment
KW  - Transportation
UR  - https://trid.trb.org/view/1230003
ER  - 

TY  - ABST
AN  - 01461781
TI  - Telephone Survey to Determine Travel Behavior of Residents of Transit-Oriented Development in the  Inland Empire
AB  - As articulated in Rick Willson's proposal (Phase 1 of the project), policy makers are seeking to coordinate land use and transportation planning to support environmental goals. This is required in the Sustainable Communities Strategy plans mandated by SB 375, and many other regional and local planning efforts. Part of that coordination involves clustering development near transit services (transit-oriented development). This effort requires high quality, local information about the travel behavior of those who live in transit-oriented development (TOD). In order to gather this information, telephone surveys will be conducted with four target populations. A survey of the first target population (200 residents living within ½ mile of commuter rail stations) will be undertaken as part of Phase 1 of this project. This second phase of the study addresses the three other target populations: 200 residents living within ½ mile of high frequency bus stops, 200 residents living farther than ½ mile but within a 5 mile radius of commuter rail stations, and 200 residents living farther than ½ mile but within a 5 mile radius of high frequency bus stops. Data derived from the survey will be used to understand how travel behavior and auto ownership vary with transit proximity and to understand the factors that affect those relationships. The results will be useful for modelers and policy makers in the Inland Empire and across the state.
KW  - Inland Empire (California)
KW  - Land use planning
KW  - Public transit
KW  - Rail transit
KW  - Research projects
KW  - Sustainable development
KW  - Transit oriented development
KW  - Transportation planning
KW  - Travel behavior
KW  - Travel surveys
UR  - https://trid.trb.org/view/1230001
ER  - 

TY  - ABST
AN  - 01461779
TI  - Transportation Impact and Mitigation Case Study: The Sam and Alfreda Maloof Story
AB  - The Maloof project is part of an interdisciplinary research project to develop and implement a program that will incorporate transportation, land-use, air quality, and energy management within the inland empire region. The larger program is titled Regional Intersection of Transportation/Land-Use/Air Quality/Energy and will involve the cooperation of UCI Department of Planning, Policy &amp; Design (UCI-PPD), CSUSB Lenard Center for Transportation Research and the Southern California Association of Governments (SCAG) as well as other experts in the field. The Maloof project is a case study that is designed to research the process by which different agencies can more effectively mitigate the impact of transportation construction projects. The objective is to produce a report that will present recommendations for greater interagency cooperation through the environmental impact and mitigation portion of transportation projects. The entire project will cover the scope of the entire academic year and will culminate in a report, a conference paper, a possible magazine article in Preservation magazine, and a public event at the Maloof foundation and a chapter in a book in a policy oriented anthology. The goal is to document the process via the Maloof case study by which different agencies such as: Caltrans, San Bernardino Associated Governments (SANBAG), State Historical Preservation Offices (SHPO) and the National Trust for Historic Preservation in cooperation with private individuals can effectively work together to achieve the preservation of historical and cultural resources in the most efficient and mutually satisfactory way possible. Methods for research will include attaining and reading government archival documents from Caltrans, researching internal memos, minutes from meetings, and related documents from SANBAG, researching case law history regarding preservation and landscape preservation, reviewing academic literature on preservation, and extensive interviews with the people involved in the Maloof case.
KW  - Air quality
KW  - Environmental impacts
KW  - Land use planning
KW  - Policy making
KW  - Research projects
KW  - San Bernardino Associated Governments
KW  - Southern California
KW  - Traffic mitigation
UR  - https://trid.trb.org/view/1229999
ER  - 

TY  - ABST
AN  - 01461690
TI  - Assessing the Bioenergy Production Capability of Native Grasses Using Wet Chemical Techniques and Bench-Scale Biochemical and Thermo Chemical Conversion Approaches
AB  - The goal of this proposed research is to investigate the influence of biomass composition on the quality of bio-oil produced by a thermochemical method called fast pyrolysis. Native grass cultivars from established stands will undergo pyrolysis using an analytical pyroprobe in tandem with a gas chromatograph-mass spectrometer. Mass spectra from the pyrolyzed grasses are to be compared with wet-chemical characterization to relate pyrolysis gas composition to grass composition. Grass varieties that result in desirable gas compositions upon pyrolysis will be selected for scale-up to a screw conveyor reactor at Michigan State University and a process model will be formulated to simulate the reactor's performance. The specific objectives of the proposed research are to: (1) characterize the chemical composition of native grass varieties using wetchemical techniques, including: fiber, protein and ash analysis (2) characterize the chemical composition of the pyrolysis gas generated by fast pyrolysis using a pyroprobe interfaced with a gas chromatograph-mass spectrometerconstruct a process model by performing mass and energy balances on a screw-conveyor reactor that is used to convert selected grass varieties into bio-oil Our research involves the thermochemical conversion of biomass to liquid fuels. The liquid product of biomass pyrolysis, bio-oil, is an intermediate that could support both transportation and stationary energy supply chains. Traditional methods of analysis are being compared to pyrolysis to determine what inherent traits of plant biomass result in bio-oil with desired qualities. This strategy can be used to select amongst biomass varieties for improved yields and qualities of bio-oil, and ultimately, liquid fuel. Scale-up of selected grass varieties in a screw-conveyor reactor will determine the robustness of this analytical technique for predicting bio-oil qualities. Mass and energy balance data will be collected at this scale to formulate a process model that describes the conversion of plant biomass into the products of pyrolysis.
KW  - Alternate fuels
KW  - Biomass fuels
KW  - Chemical composition
KW  - Energy conversion
KW  - Grasses
KW  - Pyrolysis
KW  - Research projects
KW  - Thermochemistry
KW  - Wet chemistry
UR  - https://trid.trb.org/view/1229910
ER  - 

TY  - ABST
AN  - 01592625
TI  - Onboard Monitoring System Field Operational Test
AB  - The objective of this project is to determine whether an onboard monitoring suite (OBMS) reduces at-risk behavior among commercial motor vehicle (CMV) drivers and improves driver safety performance. In addition, to collect more than 30 million miles of naturalistic large truck driving data to support future CMV safety research efforts. 
An effective strategy in reducing the influence of crash risk factors is to obtain better, more targeted driver feedback. The OBMS used in this study provided drivers and their safety managers with cumulative feedback on risky behavior during real-time driving. In addition, it recorded (through snippets of video and other performance/kinematic measures) unsafe driving behaviors and provided real-time feedback to drivers. This was the final phase of a three-phase study to identify the importance of feedback on driver performance. OBMS devices (provided by SmartDrive), were installed on approximately 200 vehicles across two commercial trucking fleets and two bus companies. Using quantitative and qualitative data collected over an 18-24 month period via OBMS devices, researchers worked to answer the following research questions: (1) Does individual driving performance improve over time with OBMS feedback? (2) How does the OBMS feedback program improve safety? (3) How do the drivers’ opinions and attitudes toward the OBMS feedback program change over time? (4) Can the OBMS accurately distinguish “good” drivers from “at-risk” drivers? (5) If driving performance improves, does it remain improved over time? (6) What are the fleet safety managers’ opinions and attitudes about the OBMS? (7) What is the business case for implementing an OBMS feedback program? (8) What are the user differences between the electronic logging device that is integrated into the OBMS and the previous methods for recording hours-of-service data?

KW  - Commercial drivers
KW  - Improvements
KW  - Monitoring
KW  - Onboard navigational aids
KW  - Performance evaluations
KW  - Risk analysis
KW  - Safety
KW  - Truck drivers
UR  - https://trid.trb.org/view/1400216
ER  - 

TY  - RPRT
AN  - 01526382
AU  - Ahlstrom, Vicki
AU  - Sollenberger, Randy
AU  - Koros, Anton
AU  - Dorsey, Henry
AU  - Federal Aviation Administration
AU  - Federal Aviation Administration
TI  - Workstation and Workplace Ergonomics at Federal Aviation Administration Operations Control Centers: Phase 1 - Evaluation of Ergonomic Issues
PY  - 2009/10//Technical Report
SP  - 56p
AB  - The purpose of this study was to collect data on current workplace ergonomic conditions at Federal Aviation Administration Operations Control Centers. Ergonomic issues and associated work-related musculoskeletal disorders can arise due to a combination of factors including environmental conditions, workstation design, frequency and duration of tasks, and psychosocial considerations. In order to create a comprehensive picture of Operational Control Center ergonomics, researchers collected a range of data.  Researchers collected data on the workplace environment, including temperature, lighting, and noise. They collected workstation data, measuring the dimensions and features of the desks and chairs and comparing them to standards. Researchers observed and recorded the frequency and duration of user activities during periods of typical work. Finally, they collected data through a questionnaire, which allowed the participants to provide feedback and ratings on their current level of discomfort and on various aspects of their work environment. The research team identified instances where measurements of the current workplace did not  meet recommended standards, including temperature, lighting, and workstation adjustability. These deficiencies could result in increased ergonomic risk to the users, a concern that was reflected in the questionnaire results. Questionnaire responses also identified potential ergonomic issues beyond the physical workstation, including psychosocial and organizational factors. These issues and some potential solutions are discussed in detail in this report.
KW  - Air traffic controllers
KW  - Control centers
KW  - Ergonomics
KW  - Surveys
KW  - U.S. Federal Aviation Administration
KW  - Work environment
KW  - Workplace layout
UR  - http://hf.tc.faa.gov/publications/2009-workstation-and-workplace-ergonomics/full_text.pdf
UR  - https://trid.trb.org/view/1307205
ER  - 

TY  - CONF
AN  - 01516527
AU  - Daskalakis, Anastasios
AU  - Hall, Timothy
AU  - Mackey, Allen
TI  - Colorado WAM Separations Standards Targets of Opportunity and Flight Test Analysis
PY  - 2009/10
SP  - 14p
AB  - The Federal Aviation Administration (FAA) Surveillance and Broadcast Services (SBS) Program Office and the Colorado Department of Transportation are implementing Wide Area Multilateration (WAM) in Non-Radar Airspace (NRA) to improve air traffic services at and around routes and fixes that support operations at Hayden/Yampa Valley (HDN), Craig-Moffat (CAG), Steamboat Springs/Bob Adams Field (SBS), and Garfield County Regional - Rifle (RIL) airports. In particular, the lack of comprehensive radar surveillance at and below 10,000 ft. in these regions requires controllers to use procedural separation standards for the Instrument Flight Rules (IFR) arriving/departing aircraft. While this is a safe means of providing service, it is inefficient for current traffic and especially for expected demand growth. Wide Area Multilateration is a distributed surveillance technology that utilizes a constellation of ground stations to provide surveillance coverage within a defined region. The implementation, certification, and commissioning of WAM would enable air traffic controllers to apply more efficient separation standards for aircraft operating in the affected airspaces. This paper describes the technical results from the data modeling, controlled flight test, and targets of opportunity analysis for the WAM sensor constellations near HDN and RIL to support separation standards within the Host Computer System (HCS) automation platform environment at Denver Center (ZDV). Comparative analysis was conducted between WAM and Secondary Surveillance Radar (SSR) to evaluate and validate WAM performance to support separation services.
U1  - IEEE/AIAA 28th Digital Avionics Systems ConferenceIEEEOrlando,Florida StartDate:20091023 EndDate:20091029 Sponsors:IEEE
KW  - Air traffic
KW  - Air traffic control
KW  - Aircraft separation
KW  - Airports
KW  - Alternatives analysis
KW  - Colorado
KW  - Flight tests
KW  - Surveillance
UR  - http://ntl.bts.gov/lib/48000/48500/48517/Colorado_WAM_Separations.pdf
UR  - https://trid.trb.org/view/1290307
ER  - 

TY  - RPRT
AN  - 01473292
AU  - Inter-Fluve, Incorporated
AU  - San Dimas Technology and Development Center
AU  - Department of Agriculture
AU  - Federal Highway Administration
TI  - Culvert Scour Assessment
PY  - 2009/10
SP  - 54p
AB  - The purpose of this study is to quantitatively analyze the geomorphic and structure controls on channel-bed and footing scour at road-stream crossings, and the effectiveness of aquatic  organism passage (AOP) at these crossings by comparing channel characteristics within the crossing structure to reference channel conditions not influenced by the structure. From this analysis, one can determine the design, construction, stream, and channel conditions that contributed to the success or failure of the installation for AOP and scour resistance.
KW  - Aquatic life
KW  - Culverts
KW  - Design
KW  - Fishes
KW  - Footings
KW  - Geomorphology
KW  - Hydraulics
KW  - Scour
KW  - Streams
UR  - http://www.fs.fed.us/eng/pubs/pdf/CulvertScour/CulvertScourLo/%20Culvert_ScourLo.pdf
UR  - https://trid.trb.org/view/1243804
ER  - 

TY  - RPRT
AN  - 01472533
AU  - Boeker, Eric R
AU  - Fleming, Gregg G
AU  - Rapoza, Amanda S
AU  - Barberio, Gina
AU  - Volpe National Transportation Systems Center
AU  - Federal Railroad Administration
TI  - Handbook for Railroad Noise Measurement and Analysis
PY  - 2009/10//9/2001-10/2009
SP  - 277p
AB  - This handbook is an update, restructuring and expansion of the 1982 document “Handbook for the Measurement, Analysis, and Abatement of Railroad Noise” originally developed by Wyle Laboratories. The handbook is intended as guidance for those conducting sound level measurements for railroad regulatory compliance under 40CFR Part 201 and 49CFR Parts 210, 222, 227, 228, and 229.  Specifically, it addresses 1) noise generated by locomotives and rail-cars during line haul operations, 2) noise generated by yard operations from stationary locomotives, locomotive switching, car-coupling impacts, retarders, and load cell test stands, 3) locomotive horn sound levels, 4) noise levels inside locomotive cabs,  5) noise levels inside employee sleeping quarters, and 6) train employee occupational noise exposure.  It contains a history of these regulations, a general procedure for conducting a noise measurement or noise exposure monitoring program and regulation-specific measurement and data analysis procedures and guidance for each type of compliance, including planning recommendations and measurement equipment.  It also contains example forms and log sheets to help facilitate the documentation of each measurement. These general procedures can be  easily adapted to effectively measure most types of railroad-generated noise.
KW  - Cabs (Vehicle compartments)
KW  - Horns
KW  - Line haul
KW  - Locomotive operations
KW  - Locomotives
KW  - Measurement
KW  - Monitoring
KW  - Noise
KW  - Occupational safety
KW  - Railroads
KW  - Regulations
KW  - Sleeping cars
KW  - Sound level
KW  - Yard operations
UR  - http://ntl.bts.gov/lib/46000/46400/46475/DOT-VNTSC-FRA-10-01.pdf
UR  - https://trid.trb.org/view/1239155
ER  - 

TY  - ABST
AN  - 01461745
TI  - Transit Safety and Security Training Facility
AB  - This project supports the efforts of the Chester County Economic Development Council to develop a county-wide training program for First Responders to effectively respond to human and natural disasters.  Currently no public security and safety facility exists in the county to provide training for first responders, nor enables them to train together as a response team at one centralized, dedicated facility.  Funds  will be used to design, construct, and outfit a facility that will serve the training and workforce development needs of Chester County's first emergency responders, including the 5,000 or more fire, police and emergency medical service personnel.
KW  - Emergency management
KW  - Emergency response time
KW  - First responders
KW  - Public transit
KW  - Research projects
KW  - Safety and security
KW  - Training
KW  - Transit operating agencies
UR  - https://trid.trb.org/view/1229965
ER  - 

TY  - RPRT
AN  - 01457393
AU  - Yildirim, Irem Zeynep
AU  - Prezzi, Monica
AU  - Purdue University
AU  - Indiana Department of Transportation
AU  - Federal Highway Administration
TI  - Use of Steel Slag in Subgrade Applications
PY  - 2009/10//Final Report
SP  - 275p
AB  - Steel slag is a by-product of steelmaking and refining processes. In 2006, 10-15 million metric ton of steel slag was generated in the U.S. Out of the total steel slag produced in the U.S. every year, about 50-70% is used as aggregate for road and pavement construction and approximately 15-40% is stockpiled in steel plants and eventually landfilled at slag disposal sites. Since current levels of steel slag stockpiling and landfilling are not sustainable, alternative geotechnical engineering applications for steel slag are being explored to alleviate the slag disposal problem and to help save dwindling natural resources. The main objectives of this research were to determine the geotechnical engineering properties of two types of steel slag generated from different steelmaking operations and to assess their potential use in subgrade stabilization and embankment construction. Samples of fresh and aged basic-oxygen-furnace (BOF) slag and of fresh electric-arc-furnace-ladle (EAF(L)) slag were characterized through a series of laboratory tests (specific gravity, grain-size analysis, X-ray diffraction, compaction, maximum and minimum density, large-scale direct shear, consolidated drained triaxial and swelling tests). The effects of gradation on the engineering properties of both fresh and aged steel slag samples were also investigated. Various mixtures of steel slag [BOF and EAF(L)] and Class-C fly ash were also investigated. The mixtures were prepared by adding 5 and 10% Class-C fly ash (by weight) to aged BOF slag and 5, 10 and 20% Class-C fly ash (by weight) to fresh EAF(L) slag. Unconfined compression tests were performed after various curing times to evaluate the strength gain characteristics of the mixtures. Long-term swelling tests were performed for compacted mixtures of both fresh and aged BOF slag and 10% Class-C fly ash (by weight) and for compacted mixtures of fresh EAF(L) slag and 5, 10 and 20% Class-C fly ash (by weight). The effect of adding 10% ground rubber (by weight) to fresh and aged BOF slag on the long-term swelling behavior of the mixtures was also investigated. The optimum moisture content and maximum dry unit weight of BOF slag were in the ranges of 4-8% and 19.5-21.8 kN/m3, respectively. The critical-state friction angle of fresh and aged BOF slags was in the 45.3°- 48.1° range according to large-scale direct shear test results. Based on isotropically consolidated drained triaxial test (CIDTX) results, the peak friction angles of aged BOF slag (with minus 9.5 mm gradation) samples prepared at 90% relative compaction were equal to 47.3°, 45.2° and 43.5° at effective confining stresses of 50, 110 and 200 kPa, respectively. The optimum moisture content and maximum dry unit weight of EAF(L) slag were in the ranges of 10-13% and 16.8-20.0 kN/m3, respectively. The critical-state friction angle of fresh EAF(L) slag was equal to approximately 40.6° according to large-scale direct shear tests results. Compacted mixtures of both Class-C fly ash and BOF slag and of Class-C fly ash and EAF(L) slag showed excellent strength gain properties with time. Results of the long-term swelling tests on steel slag and Class-C fly ash mixtures showed that the addition of 10% Class-C fly ash suppresses the swelling of both BOF and EAF(L) slag samples to negligible levels.
KW  - Embankments
KW  - Fly ash
KW  - Geotechnical engineering
KW  - Properties of materials
KW  - Slag
KW  - Soil stabilization
KW  - Steel
KW  - Subgrade (Pavements)
KW  - Subgrade materials
UR  - http://dx.doi.org/10.5703/1288284314275
UR  - https://trid.trb.org/view/1218741
ER  - 

TY  - RPRT
AN  - 01456859
AU  - Johnson, Ron
AU  - Marsik, Tom
AU  - Cahill, Cathy
AU  - Lee, Ming
AU  - Alaska University Transportation Center
AU  - University of Alaska, Fairbanks
AU  - State of Alaska Department of Environmental Conservation
AU  - Fairbanks North Star Borough
AU  - Research and Innovative Technology Administration
TI  - Development of Ambient PM 2.5 Management Strategies
PY  - 2009/10//Final Report
SP  - 78p
AB  - Using analyzed and modeled field data on air quality and meteorology, researchers identified major contributors of fine particulate matter (PM2.5) in Fairbanks. This project was an effort to help the city meet U.S. Environmental Protection Agency air quality standards, which require reduced levels of PM2.5, a pollutant. Findings showed that during December and January, traffic is a significant contributor to PM2.5 at the bus barn on Peger Road, and motor vehicles are responsible for about 30% of PM2.5 downtown. Data on soot (black carbon) indicated that wood smoke is a significant contributor to PM2.5 during the heating season. A chemical mass balance model revealed that road dust, biomass burning (wood smoke), and motor vehicles are significant contributors to PM2.5 at the bus barn. With respect to Transportation System Management (TSM) Strategies, working at home has the biggest potential to improve ambient air quality, but even if 5% of commuters worked from home, the PM2.5 downtown would be reduced by only about 0.4%. The research team concluded that Fairbanks will have to adopt major changes in its TSM strategies to effect significant reductions in downtown PM2.5 levels.
KW  - Air quality management
KW  - Environmental policy
KW  - Fairbanks (Alaska)
KW  - Particulates
KW  - Pollutants
KW  - Transportation system management
UR  - http://ntl.bts.gov/lib/46000/46400/46496/107004_FinalRept_Developmt_Ambient_PM25-ineautc1124.pdf
UR  - https://trid.trb.org/view/1224020
ER  - 

TY  - RPRT
AN  - 01380375
AU  - RSG, Incorporated
AU  - Chittenden County Metropolitan Planning Organization
AU  - Federal Highway Administration
AU  - Federal Transit Administration
TI  - US 2/North Williston Road Intersection: Initial Scoping Report
PY  - 2009/10
SP  - 33p
AB  - The US 2/North Williston Road Intersection Scoping Report was commissioned by the Chittenden County Metropolitan Planning Organization (CCMPO) to determine feasible improvement alternatives that address apparent traffic and safety concerns at this location, which is located in the historic district of the Village of Williston, Vermont. This report provides a technical evaluation of alternatives designed to address the project’s purpose and need. There was significant public input throughout this project. The findings from this report were presented to the Williston Selectboard and the public at a series of meetings.  After considering several alternative designs, the recommendation of the Selectboard was the roundabout alternative. This alternative involves reconfiguring the existing intersection into a single‐lane roundabout. The roundabout alternative has the best anticipated level of service and lowest delays and queuing of all the alternatives considered. However, this alternative is also the most expensive and has the most potential for environmental impacts, due to the larger area of disturbance and the need for improvements to the existing stormwater collection system. There will likely be minor right‐of‐way impacts with the roundabout alternative.
KW  - Alternatives analysis
KW  - Highway design
KW  - Intersections
KW  - Project scoping
KW  - Public participation
KW  - Roundabouts
KW  - Traffic safety
KW  - Williston (Vermont)
UR  - http://www.ccmpo.us/library/scoping/US2_NWilliston_Rd_200910.pdf
UR  - https://trid.trb.org/view/1147556
ER  - 

TY  - RPRT
AN  - 01367497
AU  - Hiller, William
AU  - Luck, Kevin
AU  - PACE Suburban Bus
AU  - Booz Allen Hamilton
AU  - Federal Transit Administration
AU  - Research and Innovative Technology Administration
TI  - Transit Operations Decision Support System (TODSS) Core Requirements Evaluation And Update Recommendations
PY  - 2009/10
SP  - 88p
AB  - Transit Operations Decision Support Systems (TODSS) are systems designed to support dispatchers and others in real-time operations management in response to incidents, special events, and other changing conditions in order to improve operating speeds, reduce passenger wait times, and restore service when disruptions occur. In 2003, as part of a joint Federal Transit Administration and Intelligent Transportation Systems Joint Program Office effort, the transit industry developed core functional requirements for service disruption identification and provision of restoration options for TODSS. In 2006, Pace Suburban Bus was selected to lead a demonstration project to develop and evaluate a prototype TODSS and to validate the TODSS core functional requirements. This report documents the evaluation of the TODSS demonstration project with respect to the core requirements and impacts of TODSS, and includes recommended changes and lessons learned for the transit industry to better understand the TODSS core requirements for future implementations.
KW  - Automatic vehicle location
KW  - Bus transit operations
KW  - Computer aided dispatch (CAD)
KW  - Demonstration projects
KW  - Real time control
KW  - Service disruption
KW  - Transit Operations Decision Support Systems
UR  - http://www.fta.dot.gov/documents/Technical_Memorandum_TODSS_Core_Requirements_Evaluation_and_Update_Recommendations_Final_Report_v4_%28final%29_%28508%29.pdf
UR  - https://trid.trb.org/view/1135981
ER  - 

TY  - RPRT
AN  - 01366670
AU  - Evans, Larry R
AU  - Feve, Sebastien
AU  - MacIsaac, James D
AU  - National Highway Traffic Safety Administration
AU  - National Highway Traffic Safety Administration
TI  - NHTSA Tire Aging Test Development Project Phase 1 - Phoenix, Arizona Tire Study; Report 2: Peel Adhesion of Light Vehicle Tires as Purchased New and After Retrieval from Service in Phoenix, Arizona USA
PY  - 2009/10//Final Report
SP  - 80p
AB  - Phase 1 of the National Highway Traffic Safety Administration (NHTSA) Tire Aging Test Development Project consisted of the analysis of six different tire models as purchased new and after collection from service on privately owned vehicles in the Phoenix, Arizona USA metropolitan area. Since the rate of degradation of tire rubber components increases with temperature, NHTSA expected that the “worst case” in-service tires in the US would be found in the southern states. (The various rationales by which Phoenix was selected as the tire collection location are documented in the project’s Phase 1, Report #1.) This study was conducted to provide a better understanding of service-related tire degradation and to help serve as a “real-world” baseline for the possible development of a laboratory-based accelerated service life test for tires (often referred to as a “tire aging test”). In this portion of the study, component material properties from a total of 45 on-vehicle tires retrieved from Phoenix of varied ages and mileages were compared to 23 new, unused versions of themselves. Tires removed from service in Phoenix exhibited statistically significant decreases in peel force for both the wedge and skim region of the tire when compared to new tires of the same type and model. As tires accumulated more age and mileage, the peel force values tended to fall into lower statistical groupings based on peel adhesion. This study indicates that peel adhesion can be successfully used to monitor changes that take place in the compounds of tires during service. The physical and chemical changes attributed to thermo-oxidative aging of tire compounds are correlated with decreases of measured peel force for tires retrieved from Phoenix, Arizona service as compared to new tires of the same brand and model. For all tire types the adhesion decreased at a relatively constant rate to approximately one-half of the original value in 2.5 to 4 years and 50,000 to 75,000 km of service. Beyond that time the rate of decrease in peel force was much less. Differences between tire types tended to be maintained throughout the study. The minimum values found in this study varied by over 130% depending on tire type for tires that were currently in service on vehicles. Since all on-vehicle tires in the study were performing adequately in service at the time they were collected, the results indicate that tires can experience large decreases in their original inter-belt peel adhesion levels during their first years of service and still retain structural integrity. Since the peel adhesion between the steel belts of a radial tire is non-recoverable and finite, adhesion levels should stabilize after the observed initial drops to prevent compromising structural durability. Therefore one part of an effective accelerated service-life test for tires may be to simulate the loss of inter-belt peel adhesion observed in real world tires, a mechanism that is likely non-linear with variables such as age and mileage.
KW  - Aging (Materials)
KW  - Durability
KW  - Phoenix (Arizona)
KW  - Service life
KW  - Test procedures
KW  - Tires
UR  - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811227.pdf
UR  - https://trid.trb.org/view/1135365
ER  - 

TY  - RPRT
AN  - 01366663
AU  - MacIsaac, James D
AU  - Feve, Sebastien
AU  - Evans, Larry R
AU  - Harris, John R
AU  - Garrott, W Riley
AU  - National Highway Traffic Safety Administration
AU  - National Highway Traffic Safety Administration
TI  - NHTSA Tire Aging Test Development Project Phase 1 - Phoenix, Arizona, Tire Study; Report 1: Laboratory Roadwheel Testing of Light Vehicle Tires as Purchased New and After Retrieval From Service in Phoenix, Arizona
PY  - 2009/10//Final Report
SP  - 225p
AB  - As a result of the TREAD Act of 2000, the National Highway Traffic Safety Administration (NHTSA) initiated an effort to develop a laboratory-based accelerated service life test for light vehicle tires (often referred to as a “tire aging test”). It is believed that if such a test method was successful, then light vehicle tires could eventually be required to meet standards that would make them more resistant to operational degradation and possibly reduce their failure rate during normal highway service. The development of a potential tire aging test relied upon first examining how tires change during service by measuring their roadwheel performance levels and material properties after varying lengths of service and accumulated mileages. Since the rate of degradation of tire rubber components increases with temperature, NHTSA expected that the “worst case” tires in service in the United States would be found in the southern States. This report describes the rationale used to select Phoenix, Arizona, as the tire collection location, the methodology of the collection, and the results of the roadwheel testing portion of this first phase of the project. The methodology and results of the tire material properties analysis will be described in a following report. In Phase 1 of the project, 101 on-road tires and 8 full-size spare tires of six different models were retrieved from Phoenix after varying amounts of service and compared to 45 new samples of themselves in one of two indoor roadwheel dynamometer tests. Since the cost and duration of the roadwheel tests were critical factors in determining their feasibility for a safety standard, two short-duration/high-intensity tests were utilized. One test, the Stepped-Up Load (SUL) test, used the FMVSS No. 139 Endurance test as a basis and continued to step-up the load during the test in regular increments until tire failure. The other test, the Stepped-Up Speed (SUS) test, used the FMVSS No. 139 High Speed test as a basis and continued to step-up the speed of the test to the speed category (speed rating) of the tire, at which the speed was maintained until tire failure. The results indicate that as on-road and full-size spare tires experience longer durations of service, their resistance to over-deflection (overloading or underinflation), or use at or near their speed category for long periods of time can diminish.
KW  - Accelerated tests
KW  - Aging (Materials)
KW  - Durability
KW  - Federal Motor Vehicle Safety Standards
KW  - Phoenix (Arizona)
KW  - Service life
KW  - Tires
UR  - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811201.pdf
UR  - https://trid.trb.org/view/1135366
ER  - 

TY  - RPRT
AN  - 01361234
AU  - Trent, Robert
AU  - Prabhakaran, Anand
AU  - Brabb, David
AU  - Sharma, Vinaya
AU  - Sharma and Associates, Incorporated
AU  - Federal Railroad Administration
TI  - Survivability of Railroad Tank Car Top Fittings in Rollover Scenario Derailments - Part 2
PY  - 2009/10//Final Report
SP  - 69p
AB  - Phase 2 of this project is a continuation from Phase 1 and investigates the survivability of railroad tank car top fittings in rollover scenarios using Failure Element Analysis techniques. It also explores additional protective concepts intended to survive more severe impacts than those of the Phase 1 study. Three new protective concepts, a rollbar assembly using an elliptical shape to allow the car to roll with little resistance, a fabricated deflective skid, and recessed fittings, are developed and analyzed in Scenario 1 (severe rollover as in the Phase 1 study). A third scenario is simulated for the new concepts, which includes longitudinal car velocity and impact into a concrete barrier. All three of the new protective concepts succeed at protecting the top fittings in both Scenario 1 and Scenario 3.
KW  - Derailments
KW  - Failure analysis
KW  - Fittings
KW  - Forecasting
KW  - Open top cars
KW  - Railroad cars by type
KW  - Railroad safety
KW  - Rollover crashes
KW  - Survival
KW  - Tank cars
UR  - http://www.fra.dot.gov/Elib/Document/298
UR  - https://trid.trb.org/view/1126988
ER  - 

TY  - RPRT
AN  - 01358541
AU  - Tremblay, Jason P
AU  - Fitch, Jennifer M V
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Concrete Bridge Rail Cracking
PY  - 2009/10//Initial Report
SP  - 55p
AB  - Cracking of newly cast concrete bridge rails has been an ongoing problem throughout the State of Vermont, one that has been observed to be severe and rapidly occurring upon curing in some cases. This study reports on the current status with regards to cracking and condition of eleven concrete bridge rails, eight previously cast since 2001 and three which were monitored from casting through their first year of service. Through field observations it was determined that all bridge rails showed signs of cracking. For rails with windows (cut-outs), the crack density was around 0.8 cracks per linear foot, while for solid section rails it was around 0.5 cracks per foot. Through monitoring of the three rails from casting, it is apparent that the cracking develops very quickly and increases rapidly during the first months. Corollary statistics show some general trends with respect to geometric, functional, and materials data. It is apparent that there is a widespread problem, one that needs to be alleviated before resources are poured into a currently inconsistent product.
KW  - Bridge railings
KW  - Concrete
KW  - Cracking
KW  - Field studies
KW  - Vermont
UR  - http://vtransengineering.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/Evaluation_of_Concrete_Bridge_Rail_Cracking1.pdf
UR  - https://trid.trb.org/view/1124039
ER  - 

TY  - RPRT
AN  - 01358531
AU  - Cloutier, Jason
AU  - Newbury, Gil
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Salt Brine, Salt Brine Blends and Application Technologies During the 2008 – 2009 Winter Maintenance Season
PY  - 2009/10//Final Report
SP  - 18p
AB  - This report documents the evaluation of Vermont's salt brine technology project. The primary objectives of this research initiative were to construct a salt brine facility, experiment with different combinations of salt brine and other ice melting additives, reduce the use of winter road sand while raising the level of service of state roads, and determine if cost savings can be attributed to the use of salt brine and/or salt brine combinations. The original scope of work included deploying three Stratos spreaders to conduct the experiment on control and experimental test sections on Interstate 89 in Northwest Maintenance Districts 5 and 8. Due to equipment complications, the experiment was modified and included different roadway sections of similar length and characteristics in both districts. Results have shown that the experimental section saved an average of 24% of material usage over the 2008-2009 winter season.
KW  - Cost effectiveness
KW  - Deicing chemicals
KW  - Interstate 89
KW  - Interstate highways
KW  - Salt brine
KW  - Test sections
KW  - Vermont
KW  - Winter maintenance
UR  - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/Salt_Brine_Web_Report.pdf
UR  - https://trid.trb.org/view/1124023
ER  - 

TY  - RPRT
AN  - 01357936
AU  - National Highway Traffic Safety Administration
TI  - Research on Quieter Cars and the Safety of Blind Pedestrians: A Report to Congress
PY  - 2009/10
SP  - 28p
AB  - People who are blind have expressed concern that the proliferation of quieter cars, such as hybrid electric vehicles (HEV), may affect pedestrian safety negatively. These vehicles, when driven at slow speeds, are more likely to operate on their electric motor system, resulting in minimal engine sound when other auditory cues from tires and wind noise may also be diminished. While this may be a beneficial outcome for environmental noise reduction, it may pose a safety problem for pedestrians. Pedestrians who are blind are particularly affected because they rely even more heavily on these auditory cues to identify the presence of a vehicle. These cues are also used to determine the location of a street, to traverse the crosswalk properly and to identify a safe time to cross. This report to the Congress briefly discusses the Quieter Cars issue, how NHTSA’s research plan addresses the issue, and the status of its research in following that plan. In addition NHTSA’s public outreach efforts are reported, along with some preliminary findings from a NHTSA study of hybrid crashes with pedestrians and from the research plan where appropriate. The magnitude and detail of the impact of quieter cars on the safety of pedestrians is not well known. In an effort to quantify the problem, the National Highway Traffic Safety Administration’s (NHTSA) National Center for Statistics and Analysis (NCSA) examined the incidence rates for crashes involving hybrid electric vehicles and pedestrians under different circumstances, using data from twelve states and compared the results to those for internal combustion engine (ICE) vehicles. This study, which was based on a small sample size, found an increased rate of pedestrian crashes for hybrid vehicles compared to their peer ICE vehicles. NHTSA developed a Research Plan to (among other tasks) identify blind pedestrians’ mobility needs, measure the acoustic parameters of quieter vehicles and ICE vehicles, measure blind pedestrian responses to vehicle acoustic parameters under various ambient conditions, and review possible countermeasures.
KW  - Acoustics
KW  - Blind persons
KW  - Countermeasures
KW  - Crash rates
KW  - Electric vehicles
KW  - Hybrid vehicles
KW  - Internal combustion engines
KW  - Mobility
KW  - Needs assessment
KW  - Pedestrian safety
KW  - Pedestrian-vehicle crashes
KW  - Traffic noise
UR  - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash%20Avoidance/Technical%20Publications/2010/RptToCongress091709.pdf
UR  - https://trid.trb.org/view/1122857
ER  - 

TY  - RPRT
AN  - 01354147
AU  - Zhang, Zhanmin
AU  - Murphy, Michael R
AU  - Jaipuria, Sunny
AU  - Liu, Wenxing
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - 4-Year Pavement Management Plan: Analysis Report
PY  - 2009/10
SP  - 100p
AB  - Rider 55 of TxDOT’s appropriations bill requires that prior to the beginning of each fiscal year, the department provide the Legislative Budget Board and the Governor with a detailed plan for the use of these funds that includes, but is not limited to a district by district analysis of pavement score targets and how proposed maintenance spending will impact pavement scores in each district. The 2009-2012 Pavement Management Plan, which was completed last year, provided TxDOT with a mechanism to be able to predict pavement conditions based on a specified funding level and project specific plan. The resulting report consisted of the summary of the number of lane miles that each district planned to treat as Preventive Maintenance (PM), Light, Medium or Heavy Rehabilitation and the impact that those treatments would have on the pavement conditions. This year, the plan has been updated to extend to FY2013 and a similar report generated.
KW  - Condition surveys
KW  - Expenditures
KW  - Financing
KW  - Pavement maintenance
KW  - Pavement management systems
KW  - Planning
KW  - Preventive maintenance
KW  - Ratings
KW  - Rehabilitation (Maintenance)
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/5_9035_01_P3.pdf
UR  - https://trid.trb.org/view/1116019
ER  - 

TY  - RPRT
AN  - 01353621
AU  - Dupigny-Giroux, Mario
AU  - Vermont Agency of Transportation
AU  - Federal Highway Administration
TI  - Activated Approach Flasher System, Castleton, VT
PY  - 2009/10//Final Report
SP  - 30p
AB  - This report documents the evaluation of a flashing beacon system to warn side road motorists stopped at an intersection with limited corner sight distance of oncoming traffic. The system evaluated was installed at the intersection of VT30, South Street, and Rice Willis Road in Castleton in October 2007. A before and after conflicts study was performed to evaluate the effectiveness of the system.
KW  - Before and after studies
KW  - Castleton (Vermont)
KW  - Flashing beacons
KW  - Minor roads
KW  - Oncoming traffic
KW  - Sight distance
KW  - Traffic conflicts
KW  - Unsignalized intersections
KW  - Warning systems
UR  - https://trid.trb.org/view/1118433
ER  - 

TY  - RPRT
AN  - 01353057
AU  - Mertz, Dennis
AU  - Hayes, Matthew
AU  - Delaware Center for Transportation
AU  - Research and Innovative Technology Administration
TI  - Assessing the Vulnerability of Delaware’s Coastal Bridges to Hurricane Forces
PY  - 2009/10//Final Report
SP  - 80p
AB  - There exists a need for new guidelines to address the threat of hurricane forces to coastal bridges. Researchers at the University of Florida, Ocean Engineering Associates, Inc., Modjeski and Masters, Inc., Moffatt & Nichol, and the Federal Highway Administration have developed a three-level assessment to determine the vulnerability of coastal bridges to hurricane forces. The original research was performed in the State of Florida and is being tested in the Gulf and Atlantic Coasts. The purpose of this study is to analyze a sample of Delaware’s coastal bridges to determine the applicability of the specifications to the Middle Atlantic coast and to determine any risk to Delaware’s bridge inventory. Feedback will also be provided to the Delaware Department of Transportation (DelDOT) on the specifications and the safety of their bridges. Three bridges in Delaware were chosen to analyze using the specifications. They are the Indian River Inlet Bridge (Bridge 3-156), the Fenwick Island Bridge (Bridge 3-437), and the Old Mill Bridge (Bridge 3-460). They were chosen because of their proximity to the coast, low elevations, and criticality in evacuation or rescue operations during a hurricane. The results for the study were that the 100-year wave crest elevation, in addition to the design storm water elevation, was not high enough to impact any of the three bridge superstructures. In each case, the minimum 1 ft of required clearance was maintained. The risk to Delaware’s coastal bridge inventory from hurricane forces is very low and it was determined that the specifications used are acceptably applicable to Delaware. Additionally, the recommendations to DelDOT are to become familiar with the specifications to use for future bridge design and to also become familiar with recovery techniques if a disaster does occur to a coastal bridge.
KW  - Bridge design
KW  - Coasts
KW  - Delaware
KW  - Design storm
KW  - Highway bridges
KW  - Hurricanes
KW  - Risk assessment
KW  - Specifications
KW  - Wave height
UR  - http://www.ce.udel.edu/UTC/Mertz_Hayes_FinalReport.pdf
UR  - http://ntl.bts.gov/lib/42000/42100/42141/Mertz_Hayes_FinalReport.pdf
UR  - https://trid.trb.org/view/1117579
ER  - 

TY  - RPRT
AN  - 01349477
AU  - Comer, Jonathan C
AU  - Graham, Amy K
AU  - Brown, Stacey R
AU  - Oklahoma State University, Stillwater
AU  - Oklahoma Transportation Center
AU  - Research and Innovative Technology Administration
TI  - Oklahoma’s Transportation Infrastructure: Inventory and Impacts
PY  - 2009/10//Final Report
SP  - 72p
AB  - This project comprehensively analyzed Oklahoma’s transportation infrastructure and its impact on the state’s economy via network analysis techniques that are widely used in and outside geography. The focus was on the context, connectivity, and condition of the state’s transportation system. Geographic Information Systems (GIS) both organized and stored a large transportation infrastructure database and served as an analytical platform. This project assessed comparable data (e.g. road and rail networks, highway and bridge conditions) for Oklahoma and its neighbors to determine the state’s comparative transportation advantages and disadvantages, permitting a detailed analysis of the state’s regional transportation competitiveness. Deliverables included: (1) a comprehensive transportation inventory for Oklahoma and three of its neighbors, (2) a GIS database with the states' highway and other appropriate networks, linked with socioeconomic and business data to permit further research by other interested parties, (3) a statistical analysis measuring the impacts of transportation in the four states, and (4) a comprehensive report summarizing the data and methods used, the analyses of the context, connectivity, and condition of the states' transportation networks, and the overall results from the project. Deliverables 1 and 2 are accessible online through a project web page at http://www2.geog.okstate.edu/oklahomatransportationinventory/ while this report comprises deliverables 3 and 4.
KW  - Economic impacts
KW  - Geographic information systems
KW  - Inventory
KW  - Network analysis (Planning)
KW  - Oklahoma
KW  - Transportation infrastructure
UR  - http://www.oktc.org/otc/files/finalReports/OTCREOS7.1-09-F.pdf
UR  - https://trid.trb.org/view/1107885
ER  - 

TY  - RPRT
AN  - 01345238
AU  - Kim, Y Richard
AU  - Lee, Jaejun
AU  - North Carolina State University, Raleigh
AU  - North Carolina Department of Transportation
AU  - Federal Highway Administration
TI  - Performance-Based Analysis of Polymer-Modified Emulsions in Asphalt Surface Treatments
PY  - 2009/10//Final Report
SP  - 112p
AB  - Chip seals provide a durable and functional pavement surface and serve as a highly economical highway maintenance option when constructed properly. Data and literature suggest that chip seal sections constructed with polymer-modified emulsions (PMEs) provide better initial and long-term performance and also extend the overall service life of pavements. This project compares the performance of chip seals constructed with PME versus those constructed with unmodified emulsion. The overall performance evaluation is based on aggregate retention performance, bleeding, rutting, and life-cycle cost analysis (LCCA). Three kinds of emulsion (CRS-2, CRS-2P, and CRS-2L) are used to fabricate samples in the laboratory and in the field. Adhesion of the emulsions is examined using the Vialit test with various curing times and temperature conditions in the laboratory. To evaluate the aggregate retention performance of the chip seals, the Vialit test, flip-over test (FOT), and the third-scale Model Mobile Loading Simulator (MMLS3) are employed. Bleeding is measured using a digital image processing method, and rut depth is measured using a profiler at three different testing temperatures (68°F, 104°F, and 129.2°F). The LCCA is estimated using the RealCost program, which is recommended by the FHWA. The results from these tests indicate that the PMEs (CRS-2P and CRS-2L) enhance chip seal performance. In terms of aggregate retention performance, the PMEs significantly improve aggregate retention in the early stages and at low temperatures. This improvement is due specifically to the fast and improved adhesion of PMEs and their ability to enhance the aggregate retention performance at low temperatures. Also, PMEs clearly advance bleeding and rutting resistance based on test results in this project. The LCCA indicates that PMEs are cost-effective if the extended life of PME pavements is two years longer than that of pavements with unmodified emulsions. The performance data obtained from this study, including aggregate loss, bleeding, and rutting, indicate that the use of PMEs can extend the service life of chip seals more than two years, thus justifying the cost effectiveness of using PMEs in chip seals.
KW  - Adhesion
KW  - Aggregate retention
KW  - Asphalt emulsions
KW  - Bleeding (Pavements)
KW  - Chip seals
KW  - Cost effectiveness
KW  - Life cycle costing
KW  - Pavement maintenance
KW  - Pavement performance
KW  - Polymer modified emulsion
KW  - Polymers
KW  - Rutting
KW  - Service life
KW  - Surface treatment (Pavements)
UR  - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2007-06finalreport.pdf
UR  - https://trid.trb.org/view/1107449
ER  - 

TY  - RPRT
AN  - 01340396
AU  - Cooley, L Allen
AU  - Williams, Kevin L
AU  - Burns Cooley Dennis, Incorporated
AU  - Mississippi Department of Transportation
AU  - Federal Highway Administration
TI  - Evaluation of Hot Mix Asphalt (HMA) Lift Thickness
PY  - 2009/10//Final Report
SP  - 37p
AB  - The range of lift thicknesses allowed by the Mississippi Department of Transportation has worked well for many years. However, because of the current availability of gravels of sufficient size to crush, modification to the allowed lift thicknesses may be warranted. Therefore, the objective of this project was to evaluate the influence of lift thickness on the ability to achieve a desirable density with a reasonable compactive effort. The research approach undertaken to achieve the project objective was to conduct a detailed field study. A total of ten field projects were utilized in this study. At each of the field projects, the field compaction process was monitored and field data obtained. Data obtained from the field projects included four different mat temperature measurements over time, mat density after each pass of the roller suing a nuclear gauge, and final density and thickness obtained form cores. Cores cut from the roadway were also brought back to the laboratory for permeability testing. Based upon analyses conducted on the data, several conclusions were drawn. The thickness of the placed layer does affect the amount of time that an HMA layer will remain at compaction temperatures. Thicker lifts will maintain temperature longer. Lift thickness did have an affect on the final in-place density. As lift thickness increased, final in-place density also increased. No impact related to lift thickness was found for density gradients within field compacted layers. Finally, there did not appear to be an influence of thickness on the permeability of HMA layers. Based upon these conclusions, new allowable lift thickness limits were recommended.
KW  - Compaction
KW  - Density
KW  - Hot mix asphalt
KW  - Lift thickness
KW  - Mississippi
KW  - Paving
KW  - Permeability
UR  - http://mdot.ms.gov/documents/research/Reports/Interim%20and%20Final%20Reports/State%20Study%20193%20-%20Evaluation%20Of%20Hot%20Mix%20Asphalt%20%28HMA%29%20Lift%20Thickness.pdf
UR  - https://trid.trb.org/view/1101723
ER  - 

TY  - RPRT
AN  - 01337354
AU  - Trevino, Manuel
AU  - Dossey, Terry
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Noise Measurements of Highway Pavements in Texas
PY  - 2009/10//Technical Report
SP  - 164p
AB  - This report presents the results of noise testing performed on Texas pavements between May of 2006 and the summer of 2008. Two field test methodologies were used: roadside noise measurement with sound pressure level (SPL) meters and on-vehicle sound intensity measurement of noise at the tire/pavement interface. Additionally, pavement samples were tested in an impedance tube. Comparisons are made between the levels of vehicular noise at the roadside and directly on the source vehicle. The FHWA Traffic Noise Model (TNM) computer program was used to predict the noise levels at roadside based on the observed traffic and geometry of the roadway, and subsequently compared to the noise as actually measured with precision test equipment. An important part of the study focused on testing pavements corresponding to the New Generation Open Graded Friction Course type, a permeable asphalt design with air voids in the area of 17 percent, also known as Permeable Friction Course (PFC) in Texas. Findings indicate that roadside noise levels experienced along PFC pavements are significantly lower than predicted by TNM using either the "Average" or "Open Graded" pavement models included in the program. Measurements at the tire/pavement interface confirm the quieter characteristics of these surfaces. The study results also suggest a slight degradation of such quietness with time, but even with this small increase in noise levels the surfaces can still be considered quieter than other pavement types. Furthermore, the increase in loudness is not significant enough to assert that these PFC surfaces cannot retain their acoustic properties over time. As per the results obtained in this study, it can be said that open-graded pavements can be reliably used for noise impact avoidance and abatement.
KW  - Air voids
KW  - Asphalt pavements
KW  - Friction course
KW  - Measurement
KW  - Noise control
KW  - Open graded aggregates
KW  - Permeable pavements
KW  - Porous friction course
KW  - Quiet pavements
KW  - Texas
KW  - Tire/pavement noise
KW  - Traffic noise
KW  - Traffic Noise Model
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5185_3.pdf
UR  - https://trid.trb.org/view/1100316
ER  - 

TY  - RPRT
AN  - 01333752
AU  - Quinley, Rich
AU  - Transtec Group, Incorporated
AU  - Federal Highway Administration
TI  - WIM Field Inspectors' Troubleshooting Guide
PY  - 2009/10
SP  - 71p
AB  - This guide provides guidance to an agency's WIM field inspector on troubleshooting and problems common to WIM sites, WIM system components, and WIM system support facilities.  This document also includes examples, sample reports, and checklists that may be helpful to WIM field inspectors.  For more detailed step-by-step procedures pertaining to any specific WIM system, the field inspector is to refer to the manufacturer's guidelines, instructions, and testing procedures applicable to the individual components of such system.
KW  - Field tests
KW  - Guidelines
KW  - Inspection
KW  - Inspectors
KW  - Troubleshooting
KW  - Weigh in motion
KW  - Weigh in motion scales
UR  - https://trid.trb.org/view/1093998
ER  - 

TY  - RPRT
AN  - 01333299
AU  - National Highway Traffic Safety Administration
TI  - Early Estimate of Motor Vehicle Traffic Fatalities For the First Half (January–June) of 2009
PY  - 2009/10//Statistical Summary
SP  - 2p
AB  - A statistical projection of traffic fatalities for the first half of 2009 shows that an estimated 16,626 people died in motor vehicle traffic crashes. This represents a decline of about 7 percent as compared to the 17,871 fatalities that occurred in the first half of 2008. Fatalities declined by about 10 percent in the first quarter and declined by about 4 percent in the second quarter of 2009, as compared to the respective quarters in 2008. The second quarter of 2009 will be the 13th consecutive quarter of declines in fatalities as compared to the same quarter from the previous year, as illustrated by the highlighted percentages. Traffic fatalities have been declining steadily since reaching a near-term peak in 2005. Preliminary data reported by the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) in the first half of 2009 dropped by about 6.1 billion miles, or about a 0.4-percent decline. On a quarterly basis, the VMT dropped by 1.7 percent during the first quarter and increased by 0.7 percent in the second quarter. Also shown in Table 1 are the fatality rates per 100 million VMT, by quarter and for the first half. The fatality rate for the first half of 2009 declined to 1.15 fatalities per 100 million VMT, down from 1.23 fatalities per 100 million VMT in the first half of 2008.
KW  - Crash data
KW  - Crash reports
KW  - Fatalities
KW  - Statistical analysis
KW  - Traffic crashes
KW  - Traffic safety
KW  - Vehicle miles of travel
UR  - http://ntl.bts.gov/lib/35000/35400/35408/811207.pdf
UR  - https://trid.trb.org/view/1097234
ER  - 

TY  - RPRT
AN  - 01333263
AU  - daSilva, Marco P
AU  - Ayres, Greg
AU  - Najm, Wassim G
AU  - Research and Innovative Technology Administration
AU  - National Highway Traffic Safety Administration
TI  - Crash Problem Definition and Safety Benefits Methodology for Stability Control for Single-Unit Medium and Heavy Trucks and Large-Platform Buses
PY  - 2009/10
SP  - 69p
AB  - This report presents the findings of a comprehensive engineering analysis of electronic stability control (ESC) and roll stability control (RSC) systems for single-unit medium and heavy trucks and large-platform buses. This report details the applicable crash population of these two vehicle types based on GES data and outlines a methodology to calculate safety benefits from the use of these systems. Based on 2000-2004 GES data, an average of 147,000 single-unit medium and heavy trucks are involved in police-reported crashes per year. This study estimated that ESC and RSC systems could have helped about 1.5 percent of those vehicles that are involved in crashes, which amounts to about 2,200 single-unit medium and heavy trucks per year. Based on 1996-2007 GES data, an average of 106,000 large-platform buses are involved in police-reported crashes per year. This study estimated that ESC and RSC systems could have helped about 1 percent of those vehicles that are involved in crashes, which amounts to about 1,000 large-platform buses per year. Although this report presents a methodology to estimate potential safety benefits from the use of ESC and RSC systems on these types of vehicles, no safety benefit estimates were calculated at this time since no ESC or RSC system effectiveness data exists for their use on single-unit trucks or buses.
KW  - Buses
KW  - Crash avoidance research
KW  - Crash rates
KW  - Electronic stability control
KW  - Heavy duty trucks
KW  - Rollover crashes
KW  - Single unit trucks
KW  - Traffic crashes
KW  - Vehicle safety
UR  - http://ntl.bts.gov/lib/35000/35200/35274/DOT_HS_811099.pdf
UR  - https://trid.trb.org/view/1097229
ER  - 

TY  - RPRT
AN  - 01328494
AU  - Vanderbilt University
AU  - University of Memphis
AU  - Research and Innovative Technology Administration
TI  - Critical Issues Impacting the Freight Transportation Industry in the Southeast Region
PY  - 2009/10
SP  - 13p
AB  - The Center for Intermodal Freight Transportation Studies (CIFTS) is operated by the University of Memphis in partnership with Vanderbilt University. CIFT’s mission is to address critical issues affecting the planning, design and operation of the nation’s freight transportation system, with an emphasis on intermodal activities that have special significance for the City of Memphis, the State of Tennessee, the lower Mississippi Delta region, and the national and international corridors that cross and intersect in the southeastern U.S. Given our nation’s dependence on the freight transportation industry for product delivery and the significance of the industry’s role in economic development, it is important to consider what is required to ensure that the freight transportation system will be able to maintain an acceptable level of performance. To address this concern, CIFTS undertook a study to identify critical safety, security and efficiency issues affecting truck, rail, marine, air and pipeline operations, and their corresponding intermodal connectivity. Information gathered from a variety of sources, including government publications, trade journals, newspaper articles and web sites, was subsequently synthesized into an assessment of existing and forthcoming challenges. The results of this study are reported herein. Safety challenges were identified on the basis of impacts to human health and the environment. Security considerations focused on events that could cause a disruption or compromise of information, people, goods or infrastructure. Efficiency concerns were identified on the basis of the industry’s ability to meet customer demand with available supply in a timely, reliable and economic manner.
KW  - Economic efficiency
KW  - Freight transportation
KW  - Intermodal transportation
KW  - Performance
KW  - Security
KW  - Southeastern United States
KW  - Transportation safety
UR  - http://www.vanderbilt.edu/vector/research/StrategicFreightScan-Final.pdf
UR  - https://trid.trb.org/view/1089518
ER  - 

TY  - RPRT
AN  - 01321155
AU  - Bien-Aime, Patrick
AU  - Volpe National Transportation Systems Center
AU  - Research and Special Programs Administration
AU  - Federal Railroad Administration
TI  - North Carolina Sealed Corridor Phase I, II, and III Assessment
PY  - 2009/10//Final Report
SP  - 61p
AB  - The Federal Railroad Administration (FRA) tasked the John A. Volpe National Transportation Systems Center to document the further success of the North Carolina Department of Transportation  (DOT) Sealed Corridor project through Phases I, II, and III. The Sealed Corridor is the section of the designated Southeast High Speed Rail (SEHSR) Corridor that runs through North Carolina. The Sealed Corridor program aims at improving or consolidating every highway-rail grade crossing, both public and private, along the Charlotte to Raleigh rail route in North Carolina. The research on the Sealed Corridor assessed the progress made at the 189 crossings that have been treated with improved warning devices or closed between Charlotte and Raleigh, from March 1995 through September 2004. Two approaches were used to describe benefits in terms of lives saved: a fatal crash analysis to derive lives saved, and prediction of lives saved based on the reduction of risk at the treated crossings. Both methods estimated that more than 19 lives have been saved as a result of the 189 improvements implemented through December 2004. Analysis also shows that the resulting reduction in accidents, due to the crossing improvements, is sustainable through 2010, when anticipated exposure and train speeds along the corridor will be increased.
KW  - Grade crossing protection systems
KW  - North Carolina
KW  - Railroad grade crossings
KW  - Railroad safety
KW  - Railroad traffic
KW  - Railroad transportation
KW  - Warning devices
UR  - http://www.bytrain.org/safety/sealed/PDF/sc_asessment_oct09.pdf
UR  - http://www.fra.dot.gov/Elib/Document/300
UR  - http://ntl.bts.gov/lib/50000/50500/50573/sc_asessment_oct09.pdf
UR  - https://trid.trb.org/view/1075476
ER  - 

TY  - RPRT
AN  - 01226760
AU  - Kruse, Jim
AU  - Protopapas, Annie
AU  - Olson, Les
AU  - Texas Transportation Institute
AU  - Rahall Appalachian Transportation Institute
AU  - U.S. Army Corps of Engineers
AU  - Research and Innovative Technology Administration
TI  - Transportation Rate Analysis Gulf Intracoastal Waterway - West
PY  - 2009/10//Final Report
SP  - v.p.
AB  - This study was conducted by the Texas Transportation Institute under contract with the Marshall University’s Rahall Transportation Institute for the U.S. Army Corps of Engineers. The objective of this research is to facilitate the calculations of the National Economic Development benefits attributable to navigation via the Gulf Intracoastal Waterway-West which stretches from Brownsville, TX to New Orleans, LA. Toward this objective, the study provides a full range of transportation rates and supplemental costs for a sampling of 40 movements contained in the 2006 Waterborne Commerce Statistics Center’s commodity movements which, in total or in part, were routed on the Gulf Intracoastal Waterway-West.
KW  - Commodities
KW  - Costs
KW  - Freight traffic
KW  - Gulf Intracoastal Waterway - West
KW  - Rates
KW  - Water transportation
UR  - https://trid.trb.org/view/987566
ER  - 

TY  - RPRT
AN  - 01208052
AU  - Welter, Dana
AU  - Ates, Murat
AU  - Loftus-Otway, Lisa
AU  - Matthews, Ron
AU  - Harrison, Robert
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - Estimating Texas Motor Vehicle Operating Costs
PY  - 2009/10//Technical Report
SP  - 229p
AB  - A specific Vcost model was developed for Texas conditions based on a sophisticated fuel model for light duty vehicles, several excellent sources of secondary vehicle cost data, and the ability to measure heavy truck fuel consumption through both experimental and survey work. The basic model was designed to address the relatively narrow range of pavement roughness found on the Texas highway network and is free-flow, and does not accurately measure congestion effects. The team developed a vehicle classification scheme that was suitable for Texas Department of Transportation (TxDOT) planning and revenue forecasting. These resources led to the adoption of eight categories of light-duty vehicles and two heavy truck types. The current Texas fleet composition was determined from 2007 Vehicle Title and Registration (VTR) data and was made a default for model use. Each cost item associated with the representative vehicle was calculated for each year of operation up to 20 years. Six main cost categories are included in the Vcost model: depreciation, financing, insurance, other fixed costs, repair and maintenance, and fuel. These costs fall into two categories: fixed and variable costs. The Vcost model can provide operating cost estimates for each specific representative vehicle as well as fleets of vehicles. The model allows the user to change key parameters so that the cost calculation is specific to any particular situation, and can be updated as the economic or technological landscape changes. The model was designed to provide the user with a program that looked, felt, and operated in a similar fashion to most Windows programs and would be intuitive for the typical TxDOT user.
KW  - Computer models
KW  - Forecasting
KW  - Heavy duty trucks
KW  - Light duty vehicles
KW  - Motor vehicles
KW  - Operating costs
KW  - Revenues
KW  - Texas
UR  - http://www.utexas.edu/research/ctr/pdf_reports/0_5974_1.pdf
UR  - https://trid.trb.org/view/968909
ER  - 

TY  - RPRT
AN  - 01207878
AU  - Abu-Farsakh, Murad
AU  - Nazzal, Munir
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Evaluation of the Base/Subgrade Soil under Repeated Loading: Phase 1 – Laboratory Testing and Numerical Modeling of Geogrid Reinforced Bases in Flexible
Pavement
PY  - 2009/10//Interim Report
SP  - 139p
AB  - This report documents the results of a study that was conducted to characterize the behavior of geogrid reinforced base course materials. The research was conducted through experimental testing and numerical modeling programs. The experimental testing program included performing different laboratory tests to evaluate the effect of various factors on the performance geogrid reinforced base course materials. Finite element models were also developed to investigate the benefits of placing geogrids within the base course layer in a flexible pavement structure. The results of the experimental testing demonstrated that the inclusion of the geogrid reinforcement layer(s) improved the compressive strength and stiffness of base course materials under static loading. This improvement was more pronounced at higher strain levels. Furthermore, the results showed that the geogrid significantly reduced the base course material permanent deformation under cyclic loading, but it did not show appreciable effect on their resilient deformation. The finite modeling program showed that the geogrid reinforcement reduced the lateral, vertical, and shear strains within the base course and subgrade layers. Furthermore, the geogrid had an appreciable reduction in permanent deformation for pavement sections built on top of weak subgrade soils with medium to thin base layer thickness, with the thin base layer thickness showing greater values of improvement. However, negligible to modest reinforcement effect on permanent deformation was obtained for sections having a firm subgrade or thick base layer thickness. The geogrid reinforcement had modest to high values of improvement in fatigue life of pavement structure.
KW  - Base course (Pavements)
KW  - Deformation
KW  - Flexible pavements
KW  - Geogrids
KW  - Laboratory tests
KW  - Numerical analysis
KW  - Pavement performance
KW  - Reinforcement (Engineering)
KW  - Repeated loads
KW  - Subgrade (Pavements)
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_450.pdf
UR  - http://ntl.bts.gov/lib/34000/34100/34164/fr_450.pdf
UR  - https://trid.trb.org/view/968085
ER  - 

TY  - RPRT
AN  - 01167119
AU  - Mohan, Pradeep
AU  - Ritter, Mathias
AU  - Marzougui, Dhafer
AU  - Brown, Dan
AU  - Kan, Cing-Dao
AU  - Opiela, Kenneth
AU  - National Crash Analysis Center
AU  - Federal Highway Administration
TI  - Modeling, Testing, and Validation of the 2007 Chevy Silverado Finite Element Model
PY  - 2009/10//Working Paper
SP  - 14p
AB  - The National Crash Analysis Center (NCAC) at the George Washington University (GWU) has been developing and maintaining a public domain library of finite element (FE) vehicle models for use in transportation safety research. Using the NCAC’s unique and innovative reverse-engineering process, an FE model of the 2007 Chevrolet Silverado pick-up truck was developed. This pick-up truck satisfies the requirements for a 2270P test vehicle under the soon to be adopted crashworthiness evaluation criteria specified in the Manual for Assessing Safety Hardware (MASH). Since this FE model will be extensively used to design safer roadside barriers, the representation of the suspension system and its dynamic response becomes a critical factor influencing the performance of the roadside barrier. To improve the FE model fidelity and applicability to the roadside hardware impact scenarios it is important to validate and verify the model to a multitude of component and full-scale tests. A series of highly instrumented, non-destructive, full-scale tests and destructive, component-level suspension tests were conducted to gather data for validating the suspension system of the FE model. This paper provides a description of the vehicle FE model, the various component and full-scale tests that were performed, and the current status of the model validation to these physical tests.
KW  - Barriers (Roads)
KW  - Crashworthiness
KW  - Finite element method
KW  - Highway safety
KW  - Model validation
KW  - Pickup trucks
KW  - Test vehicles
KW  - Testing
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926091
ER  - 

TY  - RPRT
AN  - 01167109
AU  - Opiela, Kenneth S
AU  - Federal Highway Administration
TI  - Advanced Crash Analysis Program (ACAP) to Improve Transportation Safety and Security
PY  - 2009/10//Technical Summary
SP  - 3p
AB  - The Advanced Crash Analysis Program (ACAP) has been initiated by the Federal Highway Administration (FHWA) Office of Safety R&D of the Turner Fairbank Highway Research Center. Over recent decades, there have been significant advances in computer and software capabilities to capture, link, process, and display data. ACAP expects to capitalize on these advanced capabilities to enhance transportation safety and security. ACAP will continue FHWA efforts to promote the application of finite element models and crash simulation that have successfully been used to 1) design and analyze various types of roadside hardware (e.g., guardrails, sign supports, and concrete barriers); 2) assess vehicle-to-vehicle and vehicle-to-barrier impact compatibility; 3) investigate the causes of various types of crashes including rollovers; 4) formulate improved guidelines for the selection and deployment of roadside safety or security hardware; and 5) develop concepts for new roadside treatments. These efforts are expected to result in treatment options that can be used by DOTs to mitigate current or emerging safety or security problems, confirm or expand the findings of other analyses and testing, and/or improve hardware application effectiveness. The objectives of ACAP are to expand detailed knowledge about crashes, to promote the application of emerging methods, to enhance understanding of crash dynamics, and to improve potential effectiveness of designs or applications for safety and security elements. Under ACAP, FHWA will collaborate with the National Highway Traffic Safety Administration (NHTSA) and the Department of State (DOS) to continue advanced crash analyses and research to improve transportation safety and security.
KW  - Advanced Crash Analysis Program
KW  - Crash analysis
KW  - Finite element method
KW  - Security
KW  - Simulation
KW  - Traffic crashes
KW  - Transportation safety
KW  - Vehicle dynamics
UR  - http://www.ncac.gwu.edu/research/reports.html
UR  - https://trid.trb.org/view/926107
ER  - 

TY  - RPRT
AN  - 01167079
AU  - Loftus-Otway, Lisa
AU  - Hutson, Nathan
AU  - Cruz-Ross, Alejandra
AU  - Niven, Rachel Virginia
AU  - Boske, Leigh B
AU  - Prozzi, Jolanda P
AU  - University of Texas, Austin
AU  - Texas Department of Transportation
AU  - Federal Highway Administration
TI  - An Evaluation of Mexican Transportation Planning, Finance, Implementation, and Construction Processes
PY  - 2009/10//Technical Report
SP  - 180p
AB  - This research examined the legal, financial, institutional and policy processes that Mexico uses to plan, finance, construct, and implement its transportation network. It documents through twelve case studies the state of the practice in planning, financing, conducting traffic and revenue studies, cost benefit analysis, and environmental assessments and reviews how right-of-way purchase occurs for multimodal transportation infrastructure projects. It was found that Mexico is aggressively targeting infrastructure development as a mechanism to improve countrywide network and modal connectivity and to redress social and economic inequality that had occurred because of the poor transportation network. The 2007 National Infrastructure Plan covers 5 years and multiple modes and will finance approximately 58% of the projects using innovative finance methods and public private partnerships.
KW  - Benefit cost analysis
KW  - Border regions
KW  - Finance
KW  - Infrastructure
KW  - Mexico
KW  - Multimodal transportation
KW  - Public private partnerships
KW  - Right of way (Land)
KW  - Transportation planning
UR  - http://ntl.bts.gov/lib/33000/33700/33711/0_5985_1.pdf
UR  - https://trid.trb.org/view/927674
ER  - 

TY  - RPRT
AN  - 01165351
AU  - Edwards, Geoff
AU  - University of Delaware, Newark
AU  - Research and Innovative Technology Administration
TI  - Delaware’s Transportation Agenda in the Northeast Corridor
PY  - 2009/10
SP  - 23p
AB  - The fractionated governance structure of the entire Northeast Corridor (Warren 2009) is also evidenced within the Baltimore-to-Philadelphia portion, which contains the entire extent of Delaware’s claim to the corridor. Though comprising only a small segment of the overall corridor and a miniscule portion of Delaware’s total transportation infrastructure, this 25-mile stretch is fundamental to the state’s relations with transportation and economic networks at several scales, from regional to global. This report employs recent literature and stakeholder input to provide future researchers with an appreciation for the major issues that will hinder or enable Delaware’s regional, national, and international transportation relationships over the next five to ten years. Nearly all of these issues affect corridor cohesion; they all center on some aspect of building bridges, filling gaps, and forging alliances (quite often in the literal sense of these terms). While each of the transportation stakeholders along the corridor support the clearance of major impediments to corridor movement, funding, and governance, they often hold widely diverging positions as to how this should be performed. Relying heavily on stakeholder interviews and recent literature, the following report presents summaries of many of the major transportation issues that define Delaware’s position within the Northeast Corridor.
KW  - Cooperation
KW  - Delaware
KW  - Northeast Corridor
KW  - Strategic alliances
KW  - Transportation modes
KW  - Transportation planning
UR  - http://www.ce.udel.edu/UTC/odonnell_08.html
UR  - http://ntl.bts.gov/lib/33000/33400/33444/DelawareNECagenda.pdf
UR  - https://trid.trb.org/view/925023
ER  - 

TY  - RPRT
AN  - 01165281
AU  - Saber, Aziz
AU  - Mothukuri, Ajay K
AU  - Arasangi, Prashant
AU  - Louisiana Tech University, Ruston
AU  - Louisiana Transportation Research Center
AU  - Louisiana Department of Transportation and Development
AU  - Federal Highway Administration
TI  - Field Verification for the Effectiveness of Continuity Diaphragms for Skewed Continuous P/C P/S Concrete Girder Bridges
PY  - 2009/10//Final Report
SP  - 167p
AB  - The research presented herein describes the field verification for the effectiveness of continuity diaphragms for skewed continuous precast, prestressed, concrete girder bridges. The objectives of this research are (1) to perform field load testing on the Burlington Northern Santa Fe (BNSF) overpass and compare measured strains with those determined through the theoretical analyses and (2) to study the effects of continuity diaphragms on stresses and deflections from truck loading on bridge deck slab and bridge girders. The current design concept of continuity diaphragms was examined to determine the effectiveness of the diaphragms in skewed bridges. The bridge parameters that were considered include skew angle, length of the span, beam spacing, the ratio of beam spacing to span (aspect ratio), and the ratio of girder stiffness to that of the slab. A prestressed concrete bridge with continuity diaphragms and a skewed angle of 48° was selected by a team of engineers from the Louisiana Department of Transportation and Development (LADOTD), the Louisiana Transportation Research Center (LTRC), the Federal Highway Agency (FHWA). The BNSF Overpass Bridge is located on US-90 in Jennings, Louisiana. The field verification was performed using a comprehensive instrumentation plan and live load tests as described in this report. The field and theoretical results from this study provided a fundamental understanding of the load transfer mechanism through these diaphragms of skewed, continuous span bridges. The findings in this study on stresses, strains, and deflections in the bridge deck and girders indicated that the effects of the continuity diaphragms on skewed continuous span precast prestressed concrete girder bridges were negligible. The results presented in this report also confirmed the theoretical findings published in LTRC Report 383 titled “Continuity Diaphragm for Skewed Continuous Span Precast Prestressed Concrete Girder Bridges.” Continuity diaphragms used in prestressed concrete girder bridges on skewed bents provided additional redundancy in the bridge but caused difficulties in detailing and construction. As the skew angle increases or the girder spacing decreases, the construction becomes more difficult and the effectiveness of the diaphragms becomes questionable. It is also recommended that the use of continuity diaphragms be evaluated based on the need for the enhanced structural redundancy, the reduced expansion joint installation and maintenance costs, and the associated construction difficulties and costs. The outcome of this research will reduce the construction and maintenance costs of bridges throughout Louisiana and the United States.
KW  - Axle loads
KW  - Bridge decks
KW  - Continuity diaphragms
KW  - Deformation curve
KW  - Diaphragms (Engineering)
KW  - Field tests
KW  - Girders
KW  - Load tests
KW  - Load transfer
KW  - Precast concrete
KW  - Prestressed concrete bridges
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_440.pdf
UR  - http://www.ltrc.lsu.edu/pdf/2010/fr_440.pdf
UR  - https://trid.trb.org/view/925072
ER  - 

TY  - RPRT
AN  - 01164853
AU  - Weissman, Sarah
AU  - Center for Advanced Infrastructure and Transportation
AU  - New Jersey Division of Highway Traffic Safety
AU  - Federal Highway Administration
AU  - National Highway Traffic Safety Administration
AU  - Research and Innovative Technology Administration
TI  - New Jersey Crash Record Geocoding
PY  - 2009/10//Final Report
SP  - 12p
AB  - The New Jersey Crash Record Geocoding Initiative was designed as a provisional measure to address missing crash locations.  The purpose of the initiative was twofold.  Primarily, students worked to locate crashes that had no location information after enforcement or review of the New Jersey Department of Transportation.  Locating these crashes increased the number of crash locations, thereby improving all analyses.  As a result, data-driven decision making stemming from location information was also enhanced.  Additionally, database improvements were suggested for implementation.  Both efforts improved data accuracy and completeness.
KW  - Crash locations
KW  - Crash records
KW  - Data accuracy
KW  - Databases
KW  - Geographic information systems
KW  - Improvements
KW  - Missing data
KW  - New Jersey
UR  - https://trid.trb.org/view/925818
ER  - 

TY  - RPRT
AN  - 01162857
AU  - Bruce, Robert N
AU  - Roller, John J
AU  - Russell, Henry G.
AU  - Tulane University
AU  - Louisiana Department of Transportation and Development
AU  - Louisiana Transportation Research Center
AU  - Federal Highway Administration
TI  - Structural Monitoring of Rigolets Pass Bridge
PY  - 2009/10//Final Report
SP  - 80p
AB  - The overall objective of this research project was to evaluate the structural behavior of prestressed high-performance concrete (HPC) long-span bulb-tee girders utilized in Louisiana bridge construction. To accomplish this objective, one span of the Rigolets Pass Bridge was instrumented and monitored to obtain measured strain and deflection data for a period of one year after completion of construction. Four 131-ft. (40-m) long, BT-78 girders fabricated using HPC were instrumented to measure concrete strains and deflections at midspan. During fabrication of the four instrumented girders, representative samples of the prestressing strand and HPC were obtained and used for material property studies. After fabrication, the four instrumented girders were used to construct Span 43 of the Rigolets Pass Bridge. After erecting the instrumented girders at the bridge site, an HPC deck slab was added. During the deck slab construction for Span 43, instrumentation was added to measure concrete strains at midspan. Samples of the deck slab concrete were also obtained and used for material property studies. Throughout the bridge construction process, instrumentation readings were taken and recorded at selected time- or event-based intervals. After completion of the Rigolets Pass Bridge construction, the strain gauge instrumentation installed in the HPC girders and deck slab of Span 43 were connected to an automated on-site data acquisition system with remote access capabilities. The on-site data acquisition system was used to record concrete temperature and strain data at selected time increments for a period of one year after completion of construction. Manual measurements of midspan deflections were taken for Span 43 at the beginning, middle, and end of the one-year bridge monitoring period. This final report documents results from both instrumentation monitoring and material property studies performed for Span 43 of the Rigolets Pass Bridge. The results obtained from this research provide detailed information related to the long-term behavior of a long-span structure fabricated using HPC. Findings and conclusions drawn from this research can be used by the Louisiana Department of Transportation and Development (LADOTD) to develop specifications and designs for future HPC bridge structures.
KW  - Bridge construction
KW  - Bulbtee girders
KW  - Girders
KW  - High performance concrete
KW  - Instrumentation
KW  - Long span bridges
KW  - Louisiana
KW  - Structural health monitoring
UR  - http://www.ltrc.lsu.edu/pdf/2009/fr_437.pdf
UR  - https://trid.trb.org/view/921210
ER  - 

TY  - RPRT
AN  - 01162047
AU  - Federal Highway Administration
TI  - US 36 Corridor project, Denver, Colorado metropolitan area : environmental impact statement
PY  - 2009/10//Volumes held: Draft(2v), Final(3v),Technical reports for the draft B1,Technical reports for the final B2
KW  - Colorado
KW  - Environmental impact statements
UR  - https://trid.trb.org/view/923031
ER  - 

TY  - RPRT
AN  - 01159480
AU  - Dresnack, Robert
AU  - Golub, Eugene
AU  - New Jersey Institute of Technology, Newark
AU  - New Jersey Department of Transportation
AU  - Federal Highway Administration
TI  - Economic and Quality of Life Impacts of Route 21 Freeway Construction
PY  - 2009/10//Final Report
SP  - 138p
AB  - Opened to traffic in December 2000, the “missing section” of the Route 21 Freeway in Clifton and Passaic (Hope Ave. to the Route 46 Interchange) was designed utilizing the “equivalent” to the Context Sensitive Solutions (CSS) approach at that time and will be used herein for the evaluation of the success of the project in fulfilling its goals. A great deal of planning and design work was done to enhance the quality and appearance of this roadway and to maximize positive impacts on and for the surrounding communities. This research project evaluated over a five year period how effective the CSS approach was in the design of the Route 21 Freeway. The evaluation focused on economic and quality of life issues. The type of economic issues that were reviewed included impacts on neighborhoods, residential and commercial real estate values, the success of commercial enterprises in the area, and traffic and safety in the local area. The type of quality of life issues that were reviewed included aesthetics and viewscape, traffic flow, noise impacts and other factors of concern to the local population.
KW  - Aesthetics
KW  - Commercial development
KW  - Context sensitive design
KW  - Economic impacts
KW  - Freeways
KW  - Land values
KW  - Neighborhoods
KW  - Quality of life
KW  - Traffic flow
KW  - Traffic noise
KW  - Traffic safety
UR  - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-024.pdf
UR  - https://trid.trb.org/view/920014
ER  -