TY - RPRT AN - 01138398 AU - Research and Innovative Technology Administration TI - America’s Container Ports: Freight Hubs That Connect Our Nation to Global Markets PY - 2009/06 SP - 44p AB - The U.S. marine transportation system continues to handle large volumes of domestic and international freight in support of the nation’s economic activities. The demand for freight transportation responds to trends in global economic activity and merchandise trade. When U.S. businesses produce more goods, the demand for freight transportation services to move raw materials and finished products to markets and customers around the country and world will increase. When economic conditions result in less production, the demand for transportation services will decrease. This report provides an overview of the movement of maritime freight handled by the nation’s container seaports in 2008 and summarizes trends in maritime freight movement since 1995. It covers the impact of the recent U.S. and global economic downturn on U.S. port container traffic, trends in container throughput, concentration of containerized cargo at the top U.S. ports, regional shifts in cargo handled, vessel calls and capacity in ports, the rankings of U.S. ports among the world’s top ports, and the number of maritime container entries into the United States relative to truck and rail containers. The report also presents snapshots of landside access to container ports, port security initiatives, and ongoing maritime environmental issues. KW - Container handling KW - Container terminals KW - Container traffic KW - Freight traffic KW - Freight transportation KW - Seaports KW - Trend (Statistics) KW - Water transportation UR - http://www.bts.gov/publications/americas_container_ports/2009/pdf/entire.pdf UR - https://trid.trb.org/view/894604 ER - TY - RPRT AN - 01137616 AU - Stutts, Jane AU - Martell, Carol AU - Staplin, Loren AU - TransAnalytics, LLC AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - Identifying Behaviors and Situations Associated With Increased Crash Risk for Older Drivers PY - 2009/06//Final Report SP - 68p AB - This report reviews published literature and analyzes the most recent Fatality Analysis Reporting System (FARS) and National Automotive Sampling System (NASS)/General Estimates System (GES) data to identify specific driving behaviors (performance errors), and combinations of driver, vehicle, and roadway/environmental characteristics associated with increased crash involvement by older drivers. The analyses reveal, in considerable detail, the contemporary (2002−2006) crash experience of older drivers on streets and highways in the United States. The over- and under-involvement of drivers ages 60-69, 70-79, and 80+ in various crash types has been highlighted through tabular summaries, graphs, and accompanying discussion. For subsets of the two-vehicle crash data within each national database, crash involvement ratios based on comparisons of at-fault to not-at-fault drivers within groups of drivers from 20 to 80 and older, segregated in 10-year cohorts, provide further exposure-adjusted estimates of the magnitude of particular risk factors. KW - Aged drivers KW - Behavior KW - Crash risk forecasting KW - Crash types KW - Driver errors KW - Fatality Analysis Reporting System KW - General Estimates System KW - Literature reviews KW - National Automotive Sampling System KW - Taxonomy UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811093.pdf UR - http://ntl.bts.gov/lib/30000/30800/30866/811093.pdf UR - https://trid.trb.org/view/897748 ER - TY - RPRT AN - 01137614 AU - Nichols, James L AU - Tison, Julie AU - Solomon, Mark G AU - Ledingham, Katherine A AU - Preusser, David F AU - Siegler, John N AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Evaluation of the "Buckle Up in Your Truck" Programs PY - 2009/06//Final Report SP - 88p AB - In 2006 and 2007, all four States in National Highway Traffic Safety Administration (NHTSA) Region 7 (Iowa, Kansas, Missouri, and Nebraska) participated in a two-year "Buckle Up in Your Truck" (BUIYT) program. Each year, this program consisted of a two-week, high-visibility, seat belt enforcement effort that preceded the National May "Click It or Ticket" (CIOT) mobilization. Paid media and intensified enforcement were the two key components of the BUIYT programs. The paid media focused on young male occupants of pickup trucks while enforcement focused on all unbuckled vehicle occupants. Both components were followed by a second paid media and enforcement campaign (CIOT). An average of 5¢ per capita was spent on paid media during each phase of the program (BUIYT and CIOT), achieving about 350 gross rating points in each of 18 media markets for each week of the program. The citation rate, averaged across the States, was 15 to 17 citations per 10,000 populations. Awareness of general messages to buckle up and of ongoing enforcement reached high levels of about 80% and 68%, respectively. Awareness of messages to buckle up in pickup trucks reached levels of just under 40%. Observed seat belt usage increased in all four States and in all vehicle types. Two-year increases in pickup trucks ranged from 3 to 14 percentage points (an average of 8 points). These results were similar to those of previous BUIYT efforts, combined with CIOT, in NHTSA Regions 4 and 6. KW - Awareness KW - Buckle Up in Your Truck KW - Click It or Ticket KW - Iowa KW - Kansas KW - Law enforcement KW - Mass media KW - Missouri KW - Nebraska KW - Pickup trucks KW - Publicity KW - Seat belt use KW - Seat belts KW - Traffic citations UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811131.pdf UR - https://trid.trb.org/view/897749 ER - TY - RPRT AN - 01137215 AU - Miller, Karen AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Columbia Terminal Railroad (COLT) Feasibility Analysis PY - 2009/06//Final Report SP - 26p AB - The Missouri Department of Transportation partnered with public agencies and a private company to determine expansion feasibility of intermodal freight movement through the Columbia Terminal Railroad (COLT) in Central Missouri. Businesses and shippers were surveyed to determine feasibility. Survey responses indicated over 450,000 twenty-foot equivalent units (TEUs) of freight are passing through Central Missouri annually. Those interested in containerization or transloading service out of Columbia total over 140,000 TEUs inbound and outbound annually. Over half of the survey respondents indicated interest in COLT services. Recommendations for implementation include marketing, business development, intermodal development and public/private partnership development. KW - Businesses KW - Columbia Terminal Railroad (Missouri) KW - Containerization KW - Feasibility analysis KW - Freight traffic KW - Intermodal services KW - Missouri KW - Missouri Department of Transportation KW - Public private partnerships KW - Service expansion KW - Shippers KW - Short line railroads KW - Surveys KW - Transloading UR - http://library.modot.mo.gov/RDT/reports/Rd09025/or09024.pdf UR - http://ntl.bts.gov/lib/30000/30900/30952/or09024.pdf UR - https://trid.trb.org/view/897497 ER - TY - RPRT AN - 01137208 AU - Mabey, Matthew A AU - Wirfs, Paul R AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Drainage Facility Management System PY - 2009/06//Final Report SP - 102p AB - This research project identified requirements for a drainage facility management system for the Oregon Department of Transportation. It also estimated the personnel resources needed to collect the inventory to populate such a system with data. A total of 213 data fields were identified and defined. A pilot data collection effort indicated that the time to gather and enter the information on one culvert was approximately 3 person-hours. Extrapolating the pilot project to the entire Oregon highway system indicates that there are between 23,000 and 25,000 culverts to be inventoried. Based in part on this research project, the drainage facility management system is under development and an inventory of all the culverts is underway. KW - Asset management KW - Culvert management systems KW - Culverts KW - Data collection KW - Drainage structures KW - Inventory KW - Oregon UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Drainage_Fac.pdf UR - https://trid.trb.org/view/896285 ER - TY - RPRT AN - 01137204 AU - Battaglia, Irene K AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Pavement Warranty Program in Wisconsin: 12-Year Evaluation PY - 2009/06//Final Report SP - 93p AB - The Wisconsin Department of Transportation (WisDOT) first used pavement warranties in 1995. The intent of this study was to compare performance and cost data for WisDOT pavements constructed under warranty and standard contracts to determine the cost effectiveness of the pavement warranty program. Warranted Type 1 pavements [hot mix asphalt (HMA) constructed over flexible base] performed better than non-warranted pavements, with lower median pavement distress index (PDI) and international roughness index (IRI) values after 12 years in service. No statistical difference was found in performance between Type 3 non-warranted and warranted pavements (HMA constructed over rigid base). These pavements performed at approximately the same level during the first 10 years in service, with relatively equal increases in PDI and IRI over that time. Non-warranted and warranted Type 8 (Portland cement concrete) pavements also performed at approximately equal levels during the analysis period. An analysis of total pavement costs showed that in recent construction seasons, warranted HMA pavements cost less than non-warranted HMA pavements. For PCC pavements, the cost analysis did not show a statistically significant difference between the two contracting types. Overall, the pavement warranty program is a cost-effective tool for WisDOT, as benefits in both pavement performance and cost have been noted. KW - Asphalt pavements KW - Concrete pavements KW - Cost effectiveness KW - International Roughness Index KW - Pavement Distress Index KW - Pavement performance KW - Paving KW - Road construction KW - Warranty KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/wi-03-09warranties.pdf UR - https://trid.trb.org/view/897504 ER - TY - RPRT AN - 01135879 AU - Vipulanandan, C AU - Bilgin, O AU - Guezo, Y Jeannot Ahossin AU - Vembu, Kalaiarasi AU - Erten, Mustafa Bahadir AU - University of Houston AU - Texas Department of Transportation AU - Federal Highway Administration TI - Prediction of Embankment Settlement over Soft Soils PY - 2009/06//Technical Report SP - 210p AB - The objective of this project was to review and verify the current design procedures used by the Texas Department of Transportation (TxDOT) to estimate the total and rate of consolidation settlement in embankments constructed on soft soils. Methods to improve the settlement predictions were identified and verified by monitoring the settlements in two highway embankments over a period of 20 months. Over 40 consolidation tests were performed to quantify the parameters that influenced the consolidation properties of the soft clay soils. Since there is a hysteresis loop during the unloading and reloading of the soft CH clays during the consolidation test, three recompression indices (Cr1, Cr2, Cr3) have been identified with a recommendation to use the recompression index Cr1 (based on stress level) to determine the settlement up to the preconsolidation pressure. Based on the laboratory tests and analyses of the results, the consolidation parameters for soft soils were all stress dependent. Hence, when selecting representative parameters for determining the total and rate of settlement, expected stress increases in the ground should be considered. Also the 1-D consolidation theory predicted continuous consolidation settlement in both of the embankments investigated. The predicted consolidation settlements were comparable to the consolidation settlement measured in the field. Constant Rate of Strain test can be used to determine the consolidation parameters of the soft clay soils. The effect of Active Zone must be considered in designing the edges of the embankments and the retaining walls. KW - Consolidation KW - Embankments KW - Mathematical prediction KW - Measurement KW - Settlement (Embankments) KW - Soft soils KW - Soil consolidation test UR - http://tti.tamu.edu/documents/0-5530-1.pdf UR - https://trid.trb.org/view/896201 ER - TY - RPRT AN - 01135874 AU - Gross, Frank AU - Jovanis, Paul P AU - Eccles, Kimberly A AU - Chen, Ko-Yu AU - Vanasse Hangen Brustlin, Incorporated AU - Pennsylvania State University, University Park AU - Federal Highway Administration TI - Safety Evaluation of Lane and Shoulder Width Combinations on Rural, Two-Lane, Undivided Roads PY - 2009/06//Final Report SP - 62p AB - The Federal Highway Administration (FHWA) organized a pooled fund study of 26 States to evaluate low-cost safety strategies as part of its strategic highway safety effort. The goal of this study is to evaluate the safety effectiveness of various lane-shoulder width configurations for fixed total paved widths as a countermeasure for roadway departure crashes. Where possible, crash modification factors (CMF) are provided for specific lane-shoulder configurations. The cost of this treatment is essentially zero because it involves only the location of pavement markings. A matched case-control analysis was applied to geometric, traffic, and crash data for road segments in Pennsylvania and Washington. In general, wider pavement widths 9.75–10.97 m (32–36 ft) are associated with fewer crashes than narrower paved widths 7.92–9.14 m (26–30 ft). For specific lane-shoulder configurations, there is a general safety benefit associated with wider lanes and narrower shoulders for a fixed pavement width. For 7.92- to 9.75-m (26- to 32-ft) total paved widths, a 3.66-m (12-ft) lane provides the optimal safety benefit; the CMF ranges from 0.94 to 0.97, indicating a 3–6 percent crash reduction for 3.66-m (12-ft) lanes compared with 3.05-m (10-ft) lanes. For a 10.36-m (34-ft) total paved width, 3.35-m (11-ft) lanes provide the optimal safety benefit; CMF was 0.78 compared with the 3.05-m (10-ft) baseline. For a 10.97-m (36-ft) total paved width, both 3.35-m and 3.66-m (11-ft and 12-ft) lanes provide the optimal safety benefit; CMF was 0.95 compared with the 3.05-m (10-ft) baseline. Based on the estimated safety effectiveness of this strategy, specific lane-shoulder configurations have the potential to reduce crashes cost effectively on rural, two-lane, undivided roads. However, limited sample sizes make it difficult to identify statistically significant differences between certain lane-shoulder configurations within a total paved width. KW - Crash modification factors KW - Highway safety KW - Lane width KW - Paved shoulders KW - Rural highways KW - Shoulder width KW - Traffic lanes KW - Two lane highways KW - Width UR - http://www.fhwa.dot.gov/publications/research/safety/09031/index.cfm UR - http://ntl.bts.gov/lib/31000/31000/31093/FHWA-HRT-09-031.pdf UR - https://trid.trb.org/view/896210 ER - TY - RPRT AN - 01135842 AU - Bullard, Sophie J AU - Cramer, Stephen AU - Covino, Bernard AU - National Energy Technology Laboratory AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Effectiveness of Cathodic Protection PY - 2009/06//Final Report SP - 27p AB - The report provides a summary of Oregon’s experience with cathodic protection of coastal reinforced concrete bridges. Thermal-sprayed anodes, foil anodes with a conductive adhesive, and carbon painted anodes are effective in distributing current to the steel reinforcement in concrete bridges. A resistive layer develops at the anode-concrete interface with increasing electrochemical age, thereby increasing anode polarization. In impressed current cathodic protection (ICCP) systems this is reflected in a higher circuit resistance. In sacrificial anode cathodic protection (SACP) systems it results in lower current output. Periodic wetting of the anode by rain, fog, and dew is an important factor in reducing anode polarization. Catalyzed thermal-sprayed titanium anodes under ICCP service develop no significant anode polarization with electrochemical age. They perform well in both low and high humidity environments, and exhibit stable long-term performance. Humectants based on LiNO3 and LiBr promote more effective performance of new and aged anodes in CP systems than untreated anodes. In SACP tests, LiBr was more effective than LiNO3. In accelerated ICCP, LiNO3 was more effective than LiBr. In SACP service, zinc hydrogel anodes produce a stable protection current sufficient to protect reinforcing bar from corrosion. There was practically no effect of changing moisture conditions on current production and no evidence of aging effects in an Oregon Department of Transportation field trial. KW - Anodes KW - Anodic polarization KW - Cathodic protection KW - Coasts KW - Electrochemistry KW - Humectants KW - Oregon KW - Reinforced concrete bridges KW - Sacrificial anodes KW - Titanium KW - Zinc UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Efft_Cathodic_Protect.pdf UR - https://trid.trb.org/view/896188 ER - TY - RPRT AN - 01135601 AU - Barr, Lawrence AU - Popkin, Stephen AU - Howarth, Heidi AU - Volpe National Transportation Systems Center AU - Federal Motor Carrier Safety Administration TI - An Evaluation of Emerging Driver Fatigue Detection Measures and Technologies PY - 2009/06//Final Report SP - 55p AB - Operator fatigue and sleep deprivation have been widely recognized as critical safety issues that cut across all modes in the transportation industry. FMCSA, the trucking industry, highway safety advocates, and transportation researchers have all identified driver fatigue as a high priority commercial vehicle safety issue. Fatigue affects mental alertness, decreasing an individual’s ability to operate a vehicle safely and increasing the risk of human error that could lead to fatalities and injuries. Sleepiness slows reaction time, decreases awareness, and impairs judgment. Fatigue and sleep deprivation impact all transportation operators (airline pilots, truck drivers, and railroad engineers, for example). Adding to the difficulty of understanding the fatigue problem and developing effective countermeasures to address operator fatigue is the fact that the incidence of fatigue is underestimated because it is so hard to quantify and measure. Obtaining reliable data on fatigue-related crashes is challenging because it is difficult to determine the degree to which fatigue plays a role in crashes. Fatigue, however, can be managed, and effectively managing fatigue will result in a significant reduction in related risk and improved safety. This study focuses on recent developments in mathematical models and vehicle-based operator alertness monitoring technologies. The major objective of this paper is to review and discuss many of the activities currently underway to develop unobtrusive, in-vehicle, real-time drowsy driver detection and fatigue-monitoring/alerting systems. KW - Alertness KW - Drowsiness KW - Fatigue (Physiological condition) KW - Highway safety KW - Mathematical models KW - Sleep deprivation KW - Truck drivers KW - Trucking safety UR - http://ntl.bts.gov/lib/34000/34700/34775/FMCSA-RRR-09-005.pdf UR - https://trid.trb.org/view/892800 ER - TY - RPRT AN - 01135592 AU - Young, Peg AU - Research and Innovative Technology Administration TI - A Time Series Analysis of Transportation Energy Use Per Dollar of Gross Domestic Product PY - 2009/06 SP - 2p AB - Transportation energy use relative to gross domestic product (GDP) has been declining within the past decade. However, the total transportation energy consumed shows only a more recent decline. To see clearly the long-term decline, the seasonal component fi rst must be separated from the underlying trendline to observe the long-term trend of that energy consumption. Then the ratio of the deseasonalized data and GDP can be taken. This short paper presents graphs and analyses that focus on recent trends from January 2000 to the present (October 2008). KW - Energy consumption KW - Gross domestic product KW - Time series analysis KW - Trend (Statistics) UR - http://www.bts.gov/publications/bts_transportation_trends_in_focus/2009_06_01/pdf/entire.pdf UR - https://trid.trb.org/view/892802 ER - TY - RPRT AN - 01135404 AU - Kelkar, A D AU - Whitcomb, J D AU - North Carolina A&T State University, Greensboro AU - Texas A&M University, College Station AU - Federal Aviation Administration TI - Characterization and Structural Behavior of Braided Composites PY - 2009/06//Final Report SP - 181p AB - The growing interest in small business jets in the general aviation industry is the motivation of this present research. The major objective in the small business jet industry is to reduce costs while keeping takeoff weights below 12,500 lb (5670 kg), which is a requirement of the Federal Aviation Administration. The overall objective of this research is the performance evaluation and modeling of biaxial braided composites manufactured using vacuum-assisted resin transfer molding. Biaxial braided composites with different braid angles were manufactured using carbon braids and two different resin systems (vinyl ester and epoxy). Static tension and tension-tension fatigue tests were performed. KW - Aviation KW - Braided composites KW - Civil aviation KW - General aviation aircraft KW - Private aircraft KW - Structural analysis KW - Takeoff KW - Vacuum assisted resin transfer molding KW - Weight UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0852.pdf UR - https://trid.trb.org/view/892117 ER - TY - RPRT AN - 01134958 AU - Federal Highway Administration TI - SR-262, Montezuma Creek to Aneth : environmental impact statement PY - 2009/06//Volumes held: Draft, Final, Final Appendix KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/895708 ER - TY - RPRT AN - 01132446 AU - Miller, Ann B AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - A Survey of Early Virginia Road Stones: Sign Rocks, Milestones, and Related Objects PY - 2009/06//Final Report SP - 54p AB - A Virginia law of 1738 required that all crossroads be marked by posts of directions. Most of these signs were made of wood and have not survived. But some roads in Virginia featured more permanent forms of markers: directional signs and mileposts made of stone. This practice continued until the early 20th century, and a few late markers were rendered in concrete. Use of these markers died out around the 1920s, when standardized highway signs began to appear. A few early stone highway markers still survive in their original locations. Some stones were moved by well-intentioned individuals or groups attempting to preserve or protect the stones against real or perceived threats. Other stones were moved by souvenir hunters or by people seeking building or landscaping stone. Many more were lost because of intentional vandalism or simply because their significance was not recognized or appreciated. Research carried out by the Virginia Transportation Research Council identified more than 40 early road stones and related cultural resources. This report brings the survey data together in a single publication. The information in this volume will provide readily accessible information on the general history of this resource type, as well as data on the extant early road stones, milestones, and related objects in Virginia. Having this information available will benefit and facilitate cultural resource research relating to projects in the vicinity of these resources and will prevent project delays that might be caused by a lack of this information. Virginia Department of Transportation personnel and consultants will save numerous hours by having the information at hand. A very conservative estimate of the cost savings to the Virginia Department of Transportation in personnel time, avoided consultant costs, and avoided project delays is between $10,000 and $20,000 per year, or between $50,000 and $100,000 over a 5-year period. KW - Cultural resources KW - History KW - Mileposts KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r14.pdf UR - http://ntl.bts.gov/lib/37000/37700/37770/09-r14.pdf UR - https://trid.trb.org/view/892790 ER - TY - RPRT AN - 01132444 AU - Donath, Max AU - Gorjestani, Alec AU - Shankwitz, Craig AU - Hoglund, Richard AU - Arpin, Eddie AU - Cheng, Pi-Ming AU - Menon, Arvind AU - Newstrom, Bryan AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Technology Enabling Near-Term Nationwide Implementation of Distance Based Road User Fees PY - 2009/06//Final Report SP - 76p AB - This report describes a system meant for near-term deployment that directly determines the distance traveled by a vehicle and uses this as a basis for charging a fee that reflects road use. An in-vehicle device with access to the vehicle data bus and power through a single standard connector available on all passenger vehicles since 1996, electronically calculates the distance and then securely communicates relevant information to a “back office” for processing and transferring accumulated fees from the user to the appropriate government jurisdiction. Also described are means for providing payment (and receiving credit for motor fuel use taxes paid at the pump) while also ensuring compliance, enforcement, transparency and privacy. Communication is via text messaging, available wherever cellular service is accessible. No new wireless infrastructure is needed. The in-vehicle device distinguishes distance traveled by state or by other regions of interest, e.g., rural vs. urban areas, using the same cellular technology that is used for communications. Aggregating distance based on rural vs. urban travel can facilitate different pricing policies for these different road users. Neither a GPS receiver nor longitude/latitude position data is necessary. However, higher resolution position sensing can be added to the core platform as needed based on policy objectives, e.g., to consider alternate pricing for specific road facilities. KW - Cellular telephones KW - Distance based fees KW - In vehicle devices KW - In vehicle sensors KW - Road pricing KW - Text messaging KW - Vehicle miles of travel UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1790 UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1166 UR - https://trid.trb.org/view/892812 ER - TY - RPRT AN - 01132437 AU - Campbell, John P AU - Solomon, Gerald L AU - Fawver, Gary C AU - Lorello, G Raymond AU - Mathis, Daniel M AU - Quiroga, Cesar AU - Rhinehart, Bimla AU - Ward, Bernard J AU - Zaharewicz, Jeffrey A AU - Zembillas, Nicholas M AU - American Trade Initiatives AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Streamlining and Integrating Right-of-Way and Utility Processes With Planning, Environmental, and Design Processes in Australia and Canada PY - 2009/06 SP - 84p AB - Many transportation projects require acquisition of land and accommodation of utility facilities in the right-of-way. The Federal Highway Administration, American Association of State Highway and Transportation Officials, and National Cooperative Highway Research Program sponsored a scanning study of Australia and Canada to learn about innovative practices for right-of-way and utility processes. The study complemented a 2000 study of European countries. The scan team identified nine priorities for U.S. implementation: promote incentive-based reimbursement for utility relocations, pursue corridor preservation strategies, use an alliance contract approach to integrate right-of-way acquisition and utility coordination, enhance cooperative relationships with property owners to facilitate timely property acquisition, develop geographic information system (GIS)-based right-of-way project and asset management systems, promote visualization techniques to communicate project impacts, promote use of multiple-level memorandum of understanding (MOU) structures, promote use of utility coordination best practices during construction, and develop a framework to establish proficiency of right-of-way and utility professionals. KW - Asset management KW - Australia KW - Best practices KW - Canada KW - Cooperation KW - Coordination KW - Corridor preservation KW - Innovation KW - Project management KW - Property acquisition KW - Public utilities KW - Right of way (Land) KW - Study tours KW - Utility relocation KW - Visualization UR - http://international.fhwa.dot.gov/pubs/pl09011/rowu_web.pdf UR - https://trid.trb.org/view/892177 ER - TY - RPRT AN - 01132436 AU - Miller, John S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Socioeconomic and Travel Demand Forecasts for Virginia and Potential Policy Responses: A Report for VTrans2035: Virginia’s Statewide Multimodal Transportation Plan PY - 2009/06//Final Report SP - 100p AB - VTrans2035, Virginia’s statewide multimodal transportation plan, requires 25-year forecasts of socioeconomic and travel activity. Between 2010 and 2035, daily vehicle miles traveled (DVMT) will increase between 35% and 45%, accompanied by increases in population (28% to 36%), real household income (50%), employment (49%), transit trips (75%), and enplanements (104%). Of the 2.27 to 2.87 million additional Virginians forecast by 2035, most (1.72 to 2.34 million) will settle in one of four planning district commissions (PDCs). These PDCs, and their expected population increases, are George Washington Regional (0.25 to 0.28 million), Richmond Regional (0.33 to 0.41 million), Hampton Roads (0.31 to 0.41 million), and Northern Virginia (0.83 to 1.23 million). Virginia will likely see the number of people age 65 and over double from 1 million at present to 2 million in 2035. Four potential policy responses to these forecasts are given in this report: (1) encourage increased density at select urban locations to reduce CO2 emissions; (2) use cost-effectiveness as a criterion to select project-level alternatives for achieving a particular goal; (3) identify policy initiatives to serve increased demographic market segments, and (4) quantify the economic harm of general aviation airport closures. These policy responses are not the only ones feasible but were selected because they necessitate the interagency coordination that is the premise of VTrans2035. The first two policy responses demonstrate limited but real promise. The first may reduce DVMT by 1.1% to 6.4% of the baseline 2035 DVMT forecast, for a reduction of 1.507 million metric tons of CO2 annually. Yet DVMT is affected to a greater degree by factors over which decision makers exert less influence than with density. For example, the 2035 baseline DVMT decreases by 7% if an alternative population forecast is assumed; 10% to 65% if real household income remains relatively flat; and 49% to 82% if fuel costs increase to $10/gal by year 2035. Thus, the best estimates of travel activity are highly sensitive to underlying assumptions regarding economic conditions, and the report accordingly documents, for each desired forecast, a range of possible values. The analysis of the second policy response found that the cost-effectiveness of plausible alternatives in a hypothetical case study varied by a factor of 3. By extension, this finding suggests that an ability to choose project alternatives based solely on each alternative’s ability to meet a single goal or a limited number of goals—and without constraint by funding source (e.g., highway or transit, capital or operations)—can increase the cost-effectiveness of a project. The remaining two policy responses suggest that consideration of diverse alternatives, such as programs to help older persons continue driving, may be productive as suggested in some literature. Because the report does not contain the data necessary to evaluate the impacts of these programs, the report merely identifies such programs and demonstrates how they could be considered given the demographic changes forecast to occur between now and 2035. KW - Aged KW - Alternatives analysis KW - Carbon dioxide KW - Cost effectiveness KW - General aviation airports KW - Multimodal transportation KW - Population forecasting KW - Socioeconomic factors KW - Strategic planning KW - Traffic forecasting KW - Transportation planning KW - Transportation policy KW - Travel demand KW - Vehicle miles of travel KW - Virginia UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r16.pdf UR - http://ntl.bts.gov/lib/37000/37700/37769/09-r16.pdf UR - https://trid.trb.org/view/892791 ER - TY - RPRT AN - 01132424 AU - Crispino, Eric D AU - Cousins, Thomas E AU - Roberts-Wollmann, Carin L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Anchorage Zone Design for Pretensioned Precast Bulb-T Bridge Girders in Virginia PY - 2009/06//Final Contract Report SP - 75p AB - Precast/prestressed concrete girders are commonly used in bridge construction in the United States. The application and diffusion of the prestress force in a pretensioned girder cause a vertical tension force to develop near the end of the beam. Field surveys of the beam ends of pretensioned bridge girders indicate that many of the precast bulb-T (PCBT) beams used in Virginia develop cracks within the anchorage zone region. The lengths and widths of these cracks range from acceptable to poor and in need of repair. Field observations also indicate deeper cross sections, very heavily prestressed sections, and girders with lightweight concrete tend to be most susceptible to crack formation. This research examined a new strut-and-tie based design approach to the anchorage zone design of the PCBT bridge girders used in Virginia. Case study girders surveyed during site visits were used to illustrate the nature of the problem and support the calibration of the strut-and-tie-based model. A parametric study was conducted using this proposed design model, and the results of this study were consolidated into anchorage zone design tables. The results of the parametric study were compared to the results obtained using existing anchorage zone design models, international bridge codes, and standard anchorage zone details used by other states. A set of new standard details was developed for the PCBT girders that incorporates elements of the new design approach and is compatible with the anchorage zone design aids. A 65-ft PCBT-53 girder was fabricated offsite and tested at the Virginia Tech Structures Lab to verify the new strut-and-tie-based design model. This girder contained anchorage zone details designed with the new model. The new anchorage zone details were successful at controlling the development of anchorage zone cracks. The new design approach is recommended for implementation by the Virginia Department of Transportation. KW - Bridge anchorages KW - Bridge design KW - Bulb T beams KW - Cracking KW - Design standards KW - Girders KW - Laboratory tests KW - Precast concrete KW - Prestressed concrete KW - Strut and tie method UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr15.pdf UR - http://ntl.bts.gov/lib/37000/37700/37772/09-cr15.pdf UR - https://trid.trb.org/view/892789 ER - TY - RPRT AN - 01131895 AU - Scullion, Tom AU - Zhou, Fujie AU - Walubita, Lubinda F AU - Sebesta, Stephen AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Design and Performance Evaluation of Very Thin Overlays in Texas PY - 2009/06//Technical Report SP - 80p AB - Very thin overlays 1-inch thick or less were placed as surface layers on five major highways in Texas. These mixes were designed in the laboratory to have a balance of good rut resistance as measured by the Texas Department of Transportation's (TxDOT’s) Hamburg Wheel Tracking test and good reflection cracking resistance as measured by the Texas Transportation Institute's (TTI’s) Overlay Tester. These Crack Attenuating Mixes (CAM) were designed and constructed based on a new special specification, SS 3109. In the design phase the optimal asphalt content was initially determined using the Superpave Gyratory Compactor selecting the asphalt content that achieved 98% density after 50 gyrations. This approach worked well with stiff binders and top quality granite aggregates. However, design problems were encountered with the transition to softer binders and locally available materials. The researchers proposed an alternative design procedure where the performance tests are run first at a range of asphalt contents and a window defined where both rutting and crack resistance requirements are met. The CAM mixes designed have 100% passing the 3/8-inch sieve and binder contents ranging from 7 to 8.3% asphalt. Few construction problems were identified; these fine mixes are easy to compact and finish. However, on one project thermal segregation problems were identified which caused low density pockets and areas of raveling. Initial performance even over jointed concrete has been good, and skid resistance measurements looked very reasonable. The CAM mixes cost approximately 25% per ton more than the traditional mixes, but as they are placed as 1-inch thick mats rather than 2-inch thick, there is a clear economic advantage of using these high quality materials. TxDOT is in the process of updating SS 3109, and a statewide specification is scheduled for release in early 2009. KW - Asphalt content KW - Bituminous overlays KW - Cost effectiveness KW - Mix design KW - Overlays (Pavements) KW - Pavement performance KW - Reflection cracking KW - Rutting KW - Skid resistance KW - Specifications KW - Texas KW - Thin overlays UR - http://tti.tamu.edu/documents/0-5598-2.pdf UR - http://youtu.be/p3ZcFDs7JHc UR - https://trid.trb.org/view/892105 ER - TY - RPRT AN - 01131891 AU - Lee, Doh-Won AU - Zietsman, Josias AU - Farzaneh, Mohamadreza AU - Protopapa, Annie AU - Overman, John H AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of In-Use Emissions from TxDOT's Non-Road Equipment Fleet – Phase 1 Report PY - 2009/06//Technical Report SP - 90p AB - The objective of this document is to present the preliminary findings of the study characterizing in-use Texas Department of Transportation (TxDOT) non-road diesel equipment emissions. This document presents literature reviews of emissions reduction technologies and emissions control measures practiced by the state of Texas and other states, discusses selection of TxDOT non-road equipment and emissions reduction technologies for emissions testing, and shows preliminary results of in-use emissions of TxDOT diesel equipment using portable emissions measurement systems (PEMS). Emissions measurements and data comparison and analysis tasks are still ongoing, so that a stage for any recommendation or conclusion has not been reached. KW - Construction and maintenance equipment KW - Diesel engines KW - Emission control devices KW - Excavating equipment KW - Exhaust gases KW - Graders KW - Literature reviews KW - Loaders KW - Measurement KW - Nitrogen oxides KW - Portable Emissions Monitoring System KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-5955-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31108/0-5955-1.pdf UR - https://trid.trb.org/view/892094 ER - TY - RPRT AN - 01131616 AU - Miller, Jacqueline E AU - Baber, Thomas T AU - University of Virginia, Charlottesville AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Field Testing of the Wolf Creek Curved Girder Bridge: Part II: Strain Measurements PY - 2009/06//Final Contract Report SP - 79p AB - The Wolf Creek Bridge is a curved, multi-girder three span steel composite bridge located south of Narrows, Virginia, that was completed in 2006. A finite element (FE) model of the bridge revealed that pier flexibility may be important in modeling the bridge. In addition, questions have been raised as to the effectiveness of the C15x33 diaphragms in providing lateral transfer of loads between members. This study was conducted as Phase II of a project for which the overall goal was to use field testing to obtain a better understanding of the behavior of multi-span curved girder bridges. The Phase I study was published separately (Turnage and Baber, 2009). During Phase II, an array of 49 strain gages was installed on the superstructure of the bridge: 34 gages were installed on the four girders at the mid-point of the center span, and 15 gages were installed on the three diaphragm members located closest to mid-span. The bridge was then subjected to static and dynamic applications of a loaded dump truck for which the axle loads were quite close to those of an HS-20 truck. The static strains were measured when the truck was located at 19 different locations on the inner and outer lanes. The dynamic strains were measured under the truck crossing the bridge at normal traffic speed for the structure. The static loading was then replicated on the FE model. The measured static strains were compared with the strains computed from the FE model. Both measured and computed strains on the girders were used to estimate distribution factors, which were compared to evaluate the effectiveness of moment transfer between girders. The measured static and dynamic strains were also compared to estimate dynamic amplification factors. Finally, measured and computed diaphragm strains were compared to evaluate the FE model’s diaphragm girder approximation. The study found that the diaphragms transfer relatively little load from the loaded lane toward the unloaded lane but slightly more load transfers toward the outer girders than toward the inner girders. Further, the FE model predicts slightly greater transfer of load between girders than was measured in the field, suggesting that the model overestimates the stiffness of the diaphragm to girder connection. Finally, the measured strains and strains computed using the FE model predict different neutral axis locations. Following additional numerical studies, it was concluded that the FE model predicted the neutral axis to be higher than it should be, based upon transformed section calculations. In addition, full composite action based upon transformed section calculations should result in a neutral axis location higher than was determined from field data measurements. This suggests that some slip might be occurring between the girders and the haunches. KW - Curved bridges KW - Dump trucks KW - Dynamic loads KW - Field tests KW - Finite element method KW - Girder bridges KW - Load transfer KW - Mathematical models KW - Narrows (Virginia) KW - Static loads KW - Strain gages KW - Strain measurement UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr14.pdf UR - http://ntl.bts.gov/lib/37000/37700/37783/09-cr14.pdf UR - https://trid.trb.org/view/891734 ER - TY - RPRT AN - 01131610 AU - Ozyildirim, Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of Lightweight High Performance Concrete in Bulb-T Beams and Decks in Two Bridges on Route 33 in Virginia PY - 2009/06//Final Report SP - 27p AB - Lightweight high performance concrete (LWHPC) is expected to provide high strength and high durability along with reduced weight. The purpose of this research was to evaluate and compare the prestressed LWHPC bulb-T beams and decks in two bridge structures. The bridges are on Route 33 near the confluence of the Mattaponi and Pamunkey Rivers into the York River at West Point, Virginia. Each bridge has both normal weight and lightweight bulb-T beams. The decks on the lightweight beams are also lightweight. Two distinctly different high-strength lightweight concrete mix designs and curing procedures (steam cured versus moist cured) were used for the beams of the two bridges. The results indicate that LWHPC with satisfactory strength and permeability can be achieved for beams and decks. These concretes are expected to be durable and cost-effective. The initial cost of LWHPC is higher than for conventional high performance concrete. However, the reduced dead load of LWHPC would result in longer spans, reduced number of piers or smaller piers, reduced substructure requirements, and easier transportation and erection of elements, leading to substantial savings, as was evidenced in this study. The study recommends that the use of LWHPC should continue for beams and decks and possibly for accelerated construction with precast units in substructures or superstructures, especially for rehabilitation projects. Elements cast off site would be prepared under more controlled conditions and reduced traffic interruptions. In addition, handling and delivery would be easier than for conventional concrete because of the reduced weight. If the improved quality through use of LWHPC resulted in a 10% increase in service life, large savings would occur. In Fiscal Years 2003 through 2008, the Virginia Department of Transportation spent an average of $10.68 million per year on prestressed concrete beams. Thus VDOT could save close to $1 million each year through the improvements expected with LWHPC. KW - Bridge decks KW - Bulb T beams KW - Cost effectiveness KW - Durability KW - High performance concrete KW - Lightweight concrete KW - Mix design KW - Prestressed concrete KW - Service life KW - Steam curing KW - T beams UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r22.pdf UR - http://ntl.bts.gov/lib/37000/37700/37768/09-r22.pdf UR - https://trid.trb.org/view/891757 ER - TY - RPRT AN - 01131370 AU - Perry, James E AU - Morgan, E E AU - Bevington, Azure E AU - DeBerry, Douglas A AU - College of William and Mary AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Understanding Cattail (Typha spp.) Invasion and Persistence in Forested Wetlands Created by the Virginia Department of Transportation PY - 2009/06//Final Contract Report SP - 80p AB - Common cattail (Typha latifolia) is a native plant species listed as an invasive weed by some regulatory agencies. While it is not listed as a noxious weed by the Commonwealth of Virginia, control of cattail populations in created forested wetlands is still mandated by some regulatory permit requirements and requires either mechanical removal, treatment with herbicide, or both. Permitting agencies reason that cattail removal will prevent interspecies competition between cattails and desirable planted tree species. This regulatory requirement has added significantly to the Virginia Department of Transportation’s (VDOT's) cost of wetland compensation and mitigation. However, some researchers have questioned spending resources on cattail removal since the data do not support the hypothesis that cattails retard or inhibit planted tree growth. Rather, created wetland vegetation communities demonstrate more complex relationships than can be explained by simple interspecies competition. A site’s hydrology (generally, water that is too deep) appears to be the driving force in an increase in planted tree morbidity and/or a decrease in woody growth. Because of conflicting information in the literature, this study was undertaken to help clarify the environmental conditions (biological, chemical, and physical) that enable Typha spp. to rapidly colonize primary succession (created mitigation) forested wetlands. The vegetation of 20 VDOT-created forested wetlands was collected and analyzed during the 2006-2007 growing seasons. Further, the hydrology, nutrient dynamics, and vegetation were studied at four of those sites. The data showed that cattails, while present in young sites, were rare in mature created hardwood wetlands. Woody vegetation, particularly specific volunteer species, became prominent after 10 to 15 years. In addition, species such as bald cypress, black willow, and red maple trees were common dominants in the older sites. Preliminary data showed that the growth of planted bald cypress trees in cattail-dominated areas was not significantly different than in those surrounded by non-cattail herbaceous perennials. Environmental data indicated a weak relationship (trend) in cattail dominance and water depth, but there was no significant difference in environmental parameters. The study concludes that the resources used to eradicate cattails, except where the hydrology has been compromised, are better spent on seeding and/or planting woody species such as bald cypress, black willow, river birch, and red maple that are better adapted to the draw-down, plant, and then flood conditions that are frequently encountered on these sites. Additional research on the direct effect of perennial herbaceous plants on planted woody species growth is recommended. KW - Constructed wetlands KW - Hydrology KW - Invasive plants KW - Native plants KW - Plants KW - Trees KW - Vegetation control KW - Wetlands UR - http://virginiadot.org/vtrc/main/online_reports/pdf/09-cr10.pdf UR - https://trid.trb.org/view/891697 ER - TY - RPRT AN - 01129971 AU - Myers, John J AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - American Concrete Institute 2008 Fall Conference: Sponsorship and Student Training PY - 2009/06//Final Report SP - 29p AB - The national American Concrete Institute Fall Conference was held in St. Louis, Missouri on November 2-6, 2008. This educational and outreach activity provided sponsorship to the conference and provided an opportunity for Missouri University of Science and Technology graduate students to attend the national ACI conference. The ACI convention provided the graduate students the opportunity to learn and give input on concrete industry codes, specifications, and guides undertaken in some of the 300+ committee meetings. It provided a forum for networking, learning the latest in concrete technology and practices. Additionally, there were over 35 technical and educational sessions open for the students to attend and gain valuable technical and educational information. The past conference of this series attracted over 1200 participants. This conference was also a viable venue to continue exposing the National University Transportation Center (NUTC) at Missouri University of Science and Technology to the nation in the area of structural concrete and concrete materials. KW - American Concrete Institute KW - Concrete KW - Conferences KW - Education KW - Graduate students KW - State of the practice UR - http://utc.mst.edu/documents/ETT226_CR.pdf UR - https://trid.trb.org/view/890486 ER - TY - ABST AN - 01464379 TI - Structural Design Requirements for Culvert Joints AB - Traditional methods for the structural design of buried culverts and storm drains (culverts) ignore longitudinal stresses, transverse stresses, and circumferential stresses at the joint. The structural design of the culvert joint assumes only in-plane loading of the pipe's cross section, that is, in-plane bending and in-plane thrust. Current practice does not consider longitudinal bending moments and shear resulting from non-uniform loading and/or variations in the bedding support along the length of the pipe. Field observations show that longitudinal effects such as variation in bedding stiffness may be the cause of many culvert failures. Failure of the joint may allow water and soil to seep through the joint, potentially resulting in loss of soil support, and ultimately, collapse of the pipe and pavement damage. Longitudinal distress resulting from poor bedding alignment and stiffness is a problem that may be solved using tighter standards for construction/installation. Nevertheless, experience shows that most pipe installations are less than perfect. A structural design process that considers longitudinal effects will improve the performance of joints. The objective of this research is to develop structural design requirements for joints in flexible and rigid culverts to withstand variations in construction, support, and loading conditions. These requirements shall be suitable for consideration for adoption by the American Association of State Highway & Transportation Officials (AASHTO) Highway Subcommittee on Bridges and Structures. KW - Culvert pipe KW - Culverts KW - Pipe culverts KW - Pipe joints KW - Storm sewers KW - Stresses KW - Structural design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2510 UR - https://trid.trb.org/view/1232609 ER - TY - RPRT AN - 01140974 AU - MANILA Consulting Group, Incorporated AU - ECRI Institute AU - Federal Motor Carrier Safety Administration TI - Evidence Report: Musculoskeletal Disorders II, Spinal Cord Injury and Commercial Motor Vehicle Driver Safety PY - 2009/05/29 SP - 96p AB - The purpose of this evidence report is to address several key questions posed by the Federal Motor Carrier Safety Administration (FMCSA). Each of these key questions was developed by the FMCSA so that the answers to these questions provide information that would be useful in updating its current medical examination guidelines. The three key questions addressed in this evidence report are as follows: Key Question 1: Do musculoskeletal disorders of the hand, wrist, elbow, or shoulder (specifically carpal tunnel syndrome, ulnar neuropathies, radial neuropathies, tendonitis/tenosynovitis, and bursitis) increase crash risk and/or affect driving ability? Key Question 2: Do musculoskeletal disorders of the foot, ankle, or knee (specifically plantar fasciitis, tarsal tunnel syndrome, tendonitis/tenosynovitis, and bursitis) increase crash risk and/or affect driving ability? Key Question 3: Does reduced limb mobility and/or control resulting from spinal cord injury increase crash risk and/or affect driving ability? KW - Crash causes KW - Crash risk forecasting KW - Injuries KW - Musculoskeletal system KW - Spinal cord KW - Truck crashes KW - Truck drivers KW - Trucking safety UR - http://ntl.bts.gov/lib/31000/31000/31067/Musculoskeletal_Disorders_II_Evidence_Report_-__Final__2_.pdf UR - https://trid.trb.org/view/901229 ER - TY - ABST AN - 01464288 TI - Research for the AASHTO Standing Committee on the Environment. Task 62. Improving the Effectiveness of Outreach to Traditional and Non-Traditional Groups by Integrating the Expertise of Existing and Emerging Citizen Coalitions into Transportation Analysis and Decision Making AB - The objective of this task is to gather information on emerging and existing citizen coalitions, their environmental and social expertise, and how their strategies and perspectives could lead to new and different ways of approaching outreach to traditional and non-traditional groups, transportation analysis, and decision making.

KW - Coalitions KW - Decision making KW - Information retrieval KW - Public participation KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2622 UR - https://trid.trb.org/view/1232517 ER - TY - ABST AN - 01464287 TI - Research for the AASHTO Standing Committee on the Environment. Task 59. Evaluate the Interactions between Transportation-Related Particulate Matter, Ozone, Air Toxics, Climate Change, and Other Air Pollutant Control Strategies AB -
The purpose of this research is to identify cost-effective transportation strategies that will reduce multiple pollutants so that state officials can achieve the goals of contributing towards attainment of various air quality standards, as well as reducing toxics and GHG emissions. This research involves doing a literature search on the methodologies for determining the cost-effectiveness of strategies to reduce multiple pollutants to determine the state-of-the-art, and a survey of state efforts to determine the current state-of-the-practice. The outcome of this research would establish the feasibility of a more detailed, rigorous NCHRP study to examine these effects. That study would likely require different types of modeling (traffic, emissions, dispersion, etc).

KW - Air pollution KW - Air quality management KW - Cost effectiveness KW - Exhaust gases KW - Greenhouse gases KW - Ozone KW - State of the art KW - State of the practice UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2623 UR - https://trid.trb.org/view/1232516 ER - TY - RPRT AN - 01148594 AU - O'Toole, Kevin AU - Timcho, Thomas AU - Battelle Memorial Institute AU - Department of Transportation TI - Final Report for ITS Standards Testing of the Traffic Management Data Dictionary (TMDD) and Related Standards as Deployed by the Utah Department of Transportation PY - 2009/05/23/Final Test Report SP - 171p AB - This report presents the results of the ITS Standards Testing Program for the field testing, assessment, and evaluation of the three volumes comprising the Standards for Traffic Management Center to Center Communications (TMDD) version 2.1 and the NTCIP Application Profile for XML Message Encoding and Transport (NTCIP 2306) ; that apply in the domain of traffic management and Center-to-Center (C2C) communications. These two standards are identified and described in the following sections. This report fulfills the work product specified in Task 6.2 of Work Order BA34020. KW - Data dictionaries KW - Intelligent transportation systems KW - Standards KW - Testing KW - Traffic control KW - Utah Department of Transportation UR - http://ntl.bts.gov/lib/31000/31300/31388/14474.htm UR - http://ntl.bts.gov/lib/31000/31300/31388/14474_files/udot.pdf UR - https://trid.trb.org/view/908261 ER - TY - ABST AN - 01464173 TI - Synthesis of Information Related to Highway Problems. Task 41-03. Engineering Economic Analysis Practices for Highway Investment AB - Transportation agencies are struggling to strategically allocate their resources to preserve, maintain, and upgrade their highway infrastructure. Application of comprehensive economic analysis to their investment options is critical to their decision making process. There are many transportation agencies that are proficient in integrating economic analysis of their investment options into their asset management strategy using a myriad of tools and processes. However, other agencies lack the resources, guidance and understanding of the usefulness to perform such evaluations. This project will study current practices for performing economic analysis in the United States to evaluate highway investment decisions. KW - Decision making KW - Economic analysis KW - Infrastructure KW - Investments KW - Research projects KW - Strategic planning KW - U.S. Overseas Private Investment Corporation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2741 UR - https://trid.trb.org/view/1232401 ER - TY - ABST AN - 01464172 TI - Synthesis of Information Related to Highway Problems. Topic 41-04. Sustainable Pavement Maintenance Practices AB - Increasing societal awareness of the environmental effects of the surface transportation system has led to new demands on transportation agencies to provide environmentally responsive infrastructure. Pavement maintenance and preservation practices are applied to restore pavement condition and delay deterioration. They may also extend the service life of pavements and influence the sustainability of transportation infrastructure. Although these practices consume large amounts of energy and raw materials on a national scale, they can also help delay the need for far more costly and resource intensive rehabilitation. There is a need to document maintenance and preservation practices and treatments, and their effect on pavement and environmental performance. Domestic and foreign highway agencies have implemented sustainable products and practices, and have developed training to transfer these technologies to their work force. Therefore, it is important to synthesize the state of practice in a single document where public highway agencies can find proven methods of effective pavement maintenance that improve environmental performance. This synthesis will gather and summarize information on the following topics: (1) Current pavement maintenance programs described by respondents as sustainable or green, and whether such programs are part of agency-wide sustainability programs; (2) Use of recycled and alternative materials in pavement maintenance; * How sustainable maintenance practices are defined and measured; * (3) Factors and data (such as cost, environmental performance, workforce suitability) used in determining practices for sustainable maintenance and preservation; (4) Methods for data collection, storage, and analysis; * Public and private sustainable maintenance specifications and guidelines; *and (5) All ongoing research; and * Information gaps and the need for future research. The scope includes all types of pavement, including gravel and other low-volume roads. The report will survey all state DOTs (directed to the AASHTO Highway Subcommittee on Maintenance member) and Canadian provincial ministries of transportation. Additional information may be collected from selected local agencies, contractors, suppliers, and consultants. This information will identify pavement maintenance practices and their associated pavement and environmental performance. International information will be gathered from a literature review. Three to four agency programs with effective practices and approaches will be selected and case studies of their practices will be described. KW - Environment KW - Environmental impacts KW - Maintenance practices KW - Pavement maintenance KW - State departments of transportation KW - Sustainable maintenance KW - Sustainable pavements UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2742 UR - https://trid.trb.org/view/1232400 ER - TY - ABST AN - 01464170 TI - Synthesis of Information Related to Highway Problems. Topic 41-06. Accelerating Implementation of Transportation Research Results AB - Highly successful private sector organizations have learned to bring research to market quickly to survive and thrive. Government agencies such as NIH and the DOE National Labs have also developed techniques for bridging the gap between research and implementation. Ongoing sponsored research in the highway community could benefit from incorporating similar fast tracking processes for high pay-off research. KW - Highway research KW - Implementation KW - Market research KW - Markets KW - Research UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2744 UR - https://trid.trb.org/view/1232398 ER - TY - RPRT AN - 01322470 AU - Paaswell, Robert E AU - Chen, Cynthia AU - University Transportation Research Center AU - New York Metropolitan Transportation Council AU - Research and Innovative Technology Administration TI - Evaluation and Testing of Regional Models: Sensitivity Analyses of the Best Practice Model (BPM) in the New York Metropolitan Region (Part I) PY - 2009/05/20/Final Report SP - 199p AB - Activity-based microsimulation models are gaining increasing attention from MPOs around the country. These models earn their reputation by having shown their theoretical superiority over the traditional four-step models. The New York Best Practice Model (NYBPM) is one of a relatively few operating activity-based microsimulation models in the country and thus provide us a working platform to test their practical advantages over the traditional four-step models. The authors accomplish this goal by examining the sensitivity of the model in response to changes in the input. More specifically, they conduct a series of sensitivity analysis to the NYBPM by modifying the inputs relating to changes in policy, socioeconomic characteristics, and population and employment levels and comparing the results to those in the 2002 base scenario. The results suggest that the model results are mostly consistent with the authors' expectations, except the total journey productions when they change the population and employment levels in selected locations. While the results provide empirical support to the model and validate its wide applications in the region, they call for further investigation in the journey production aspect. KW - Activity based modeling KW - Best practices KW - Evaluation and assessment KW - Microsimulation KW - New York Metropolitan Area KW - Regional transportation KW - Sensitivity analysis UR - https://trid.trb.org/view/1082902 ER - TY - ABST AN - 01464332 TI - Research for AASHTO Standing Committee on Highways . Task 271. Graphical Traffic Signal Design Aid Based on the MUTCD AB - The objective of this project is to graphically present signal design options in a way that makes it easier to comply with the Manual on Uniform Traffic Control Devices (MUTCD) and as a result, promote uniformity in signal design across the U.S. and help reduce crashes at traffic signals.  More specifically, to create software that will show a drawing of the acceptable number, location, and configuration of signal heads and indications, as well as mandatory regulatory signs, for common intersection approach configurations input by the user.  The software should show the safest (as determined by research) as well as other common MUTCD-compliant layouts.  Development of this software should be coordinated with MUTCD development and be ready for distribution soon after publication of the next MUTCD.  It is expected that the software will be made available through the FHWA's MUTCD website.

KW - Graphics KW - Manual on Uniform Traffic Control Devices KW - Regulatory signs KW - Software KW - Traffic control devices KW - Traffic crashes KW - Traffic safety KW - Traffic signals KW - Websites (Information retrieval) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2599 UR - https://trid.trb.org/view/1232561 ER - TY - ABST AN - 01464178 TI - Measuring and Removing Dissolved Metals from Storm Water in Highly Urbanized Areas AB - Starting in the late 1980s, efforts to address polluted runoff have increased significantly, and the requirements for treating the runoff also have gotten more stringent. Not long ago, most highway runoff could be treated using a few simple treatment methods such as bioswales, wet ponds, or vegetated filter strips. However, lately the treatment requirements have been shifting to include the removal of dissolved metals. In Washington State, besides oil and phosphorous control, there are two significant groups of Best Management Practices (BMP), these are basic treatment BMPs and enhanced treatment BMPs. The basic treatment BMPs target the total suspended solids (TSS), and enhanced treatment BMPs not only target the TSS, but also the removal of dissolved metals. While the specific requirements for removing metals may be different from one state to another, there is a trend nationwide that dissolved metals in stormwater is becoming more of a concern to the regulatory agencies, particularly in highly urbanized areas where traffic volumes are high and treatment options are limited. The current available and approved enhanced treatment BMPs that are effective in removing dissolved metals include the following: media filter drains (previously known as ecology embankment), compost-amended vegetated filter strips (CAVFS), constructed stormwater treatment wetland, sand filtration treatment BMP (amended or large sand filter), two facility Treatment trains, and bioretention. In highly urbanized areas, the ability to utilize these current BMPs is limited significantly by the lack of available space. The objective of this project is to develop one or more enhanced treatment BMPs that could be used in highly urbanized areas. Task would include the following: (1) Gather all available information and the facts about enhanced treatment BMPs through literature review and talking to other researchers, stormwater treatment vendors, and professors in universities and other public agencies such as department of transportation from other states. The gathered information could be the available technologies to remove dissolved metals in stormwater, BMPs that could be used in highly urbanized areas, the pros and cons for each BMPs, maintenance concerns, etc. The approving authority agencies would be involved during the developing process to get early buy-in. Timeframe: 3 months to 6 months. Come up with one or more practical enhanced treatment BMPs potentially that could be used in highly urbanized areas. Various tests will be done in the labs to validate the conceptual designs. Mini models would be built to test the conceptual designs. Seek conceptual approval from appropriate agencies such as Washington State Department of Ecology. Timeframe: 6 months to 12 months. If the conceptual designs work and the lab tests validate the design theories, the full scale models would be tested in situ. Timeframe: 1 year to 3 years. The proposed BMPs could have small footprints that could be easily installed under the sidewalks. Low impact development (LID) would be considered in the development process; in this regard, landscape areas in the median or between the curbs and the sidewalks would be considered to see if the landscape areas can be utilized as part of the treatment mechanism. The BMPs would likely remove the sediments and dissolved metals by using gravity feed, filter systems and uptake by plants. To achieve a small footprint, a highly effective filter will be essential. The more effective the filter, the greater the pollutant decrease, resulting in a smaller footprint requirement compared to other less effective filter systems. The targets for enhanced treatment BMPs are the removal of 80% or more of total suspended solids (TSS) and the ability to provide a significantly higher rate of removal of dissolved metals than basic treatment BMPs for influent concentrations ranging from 0.003 to 0.02 mg/L for dissolved copper and 0.02 to 0.3 mg/L for dissolved zinc. Long term operation and maintenance costs would be considered during the BMP's development.
KW - Best practices KW - Compost KW - Detention basins KW - Drainage KW - Ecology KW - Research projects KW - Runoff KW - Sand filters KW - Total suspended solids KW - Traffic volume KW - Urban areas KW - Wetlands UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2737 UR - https://trid.trb.org/view/1232406 ER - TY - ABST AN - 01464006 TI - Decision Making for Outsourcing and Privatization of Vehicle and Equipment Fleet Maintenance AB - Because of growing demands and resource limitations on vehicle and equipment fleet maintenance, state departments of transportation (DOTs) often consider outsourcing and/or privatization of these services. However, the decision for outsourcing and/or privatization depends on fleet size, mix of vehicles, and type of equipment, and is influenced by such factors as cost effectiveness, timeliness, and quality of service. Also, outsourcing and privatization can be implemented in a variety of forms with different levels of agency involvement, such as outsourcing statewide or regional activities and selected outsourcing of specific activities, and with different levels of responsibility for quality control and assurance. There is no widely accepted process for evaluating the different forms of outsourcing vehicle and equipment fleet maintenance. Research is needed to review relevant information and recommend a rational process for making decisions on outsourcing and privatization of these activities with consideration to maintenance requirements, basis of measurement, costs, performance, and other related items. Such a process will help highway agencies in evaluating alternative outsourcing and privatization options and making decisions that would achieve acceptable levels of service and cost savings. Recent work completed under NCHRP Project 13-03 provided further review of some of the issues related to outsourcing and privatization of vehicle and equipment fleet maintenance (background information contained in the interim report for NCHRP Project 13-03 is available for review and use in support of this research). However, additional research is needed to address these and other issues and to recommend a process for making decisions on such work. The objective of this research is to recommend a process for making decisions on outsourcing and privatization of vehicle and equipment fleet maintenance. The process shall address the full range of decision making from outsourcing a single activity or function to privatization of entire fleet maintenance operations. KW - Contracting out KW - Cost effectiveness KW - Decision making KW - Equipment maintenance KW - Fleet maintenance KW - Privatization KW - Quality of service KW - Vehicle maintenance UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2925 UR - https://trid.trb.org/view/1232234 ER - TY - RPRT AN - 01145310 AU - Andrews, Scott AU - Cops, Michael AU - Vehicle Infrastructure Integration Consortium AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof of Concept Technical Description - Vehicle PY - 2009/05/19/Final Report SP - 106p AB - This report provides the technical description of the VII system developed for the Cooperative Agreement VII Program between the USDOT and the VII Consortium. The basic architectural elements are summarized and detailed descriptions of the hardware and software systems are provided along with the descriptions of the applications used to assess the system performance and operation. KW - Computers KW - Intelligent transportation systems KW - Software KW - System architecture KW - Vehicle infrastructure integration KW - Vehicles UR - http://ntl.bts.gov/lib/31000/31100/31136/14458_files/14458.pdf UR - https://trid.trb.org/view/905429 ER - TY - RPRT AN - 01142073 AU - Andrews, Scott AU - Cops, Michael AU - Vehicle Infrastructure Integration Consortium AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof of Concept Executive Summary - Vehicle PY - 2009/05/19/Final Report SP - 36p AB - This report summarizes a program of work resulting from a Cooperative Agreement between USDOT and the VII Consortium to develop and test a Proof of Concept VII system based on DSRC wireless communication between an infrastructure and mobile terminals. It supports applications for improvement in safety, mobility and enables other commercial applications. Key findings and recommendations for further work are presented. KW - Dedicated short range communications KW - Intelligent transportation systems KW - Proof of concept KW - System architecture KW - Vehicles KW - Wireless communication systems UR - http://ntl.bts.gov/lib/31000/31000/31079/14443.pdf UR - https://trid.trb.org/view/902414 ER - TY - RPRT AN - 01129890 AU - Cevallos, Fabian AU - Yuan, Quan AU - Wang, Xiaobo AU - Skinner, Jon AU - Gan, Albert AU - Florida International University, Miami AU - Federal Transit Administration TI - Feasibility Study on the Use of Personal GPS Devices in Paratransit PY - 2009/05/18/Final Report SP - 67p AB - The use of personal mobile Global Positioning System (GPS) devices offers a potentially powerful use for paratransit. The conventional pickup procedure requires reservations via telephone or through the Internet for the paratransit driver to meet passengers. In this case, the potential problem is that a missed pickup may occur due to the ambiguity of the address information or the inability to find a specific location. However, with the availability of existing mobile GPS devices, passengers and vehicles can be located instantly, thereby facilitating the pickup process. This research project explores the feasibility of using personal mobile GPS devices to help develop more efficient paratransit services. Four different GPS-tracking devices were examined, and a prototype was developed. Using the prototype, the vehicle operator and passengers are able to know each other’s location through the help of an agency dispatcher. With this additional information, it is expected that the number of missed pickups will be reduced. Surveys were also distributed to collect opinions and concerns from different agencies. Results indicated that a majority of transit agencies showed interest in adopting GPS devices to improve paratransit services. KW - Feasibility analysis KW - Global Positioning System KW - Paratransit services KW - Pickup (Passengers) KW - Prototypes UR - http://www.fta.dot.gov/documents/TRANSPO_Feasibility_GPS_Paratransit_Final.pdf UR - https://trid.trb.org/view/889986 ER - TY - ABST AN - 01570500 TI - Implementation of Concrete Pavement Mixture Design and Analysis (MDA) Track of Concrete Pavement Road Map AB - The work to be covered by this pooled fund addresses focused activities under the Concrete Pavement Road Map (CP Road Map) Track 1, Mix Design and Analysis. The activities are intended to meet some of the needs identified by the track. KW - Concrete Pavement Road Map KW - Concrete pavements KW - Implementation KW - Mix design KW - Specifications KW - Training UR - http://www.pooledfund.org/Details/Study/430 UR - https://trid.trb.org/view/1362141 ER - TY - RPRT AN - 01480470 AU - Houck, Ryan AU - LYNX - Central Florida Regional Transportation Authority AU - Federal Transit Administration TI - LYNX Community Advocacy & Service Engagement (CASE) Project Final Report PY - 2009/05/14 SP - 55p AB - This report is a final assessment of the Community Advocacy & Service Engagement (CASE) project, a LYNX (Central Florida Regional Transportation Authority)-Federal Transit Administration research project designed to study transit education and public engagement methods in Central Florida. In the Orlando area, as in other parts of the country, transit is viewed as a transportation mode of last resort. The research conducted through the CASE project examines the viability of volunteer “coalitions” in changing misconceptions about transit and advocating for the improvement of transit in certain markets. CASE was a five-phase project that used a diverse body of public opinion information to identify common misconceptions (termed “information deficits”) about transit and then set out to correct these misconceptions through town hall forums. KW - Central Florida Regional Transportation Authority KW - LYNX Transit (Orlando, Florida) KW - Orlando (Florida) KW - Public information programs KW - Public opinion KW - Public transit UR - http://www.fta.dot.gov/documents/FTA_Report_No._0017.pdf UR - http://ntl.bts.gov/lib/55000/55500/55503/FTA_Report_No._0017.pdf UR - https://trid.trb.org/view/1248974 ER - TY - RPRT AN - 01325020 AU - Shi, Xianming AU - Western Transportation Institute AU - Research and Innovative Technology Administration TI - Investigating Innovative Research Opportunities Related to the Application of Electrochemistry - UTC PY - 2009/05/14 SP - v.p. AB - This publication contains 3 articles on research innovations in electrochemical applications. They are as follows: Effect of Styrene-Butadiene Rubber Latex on the Chloride Permeability and Microstructure of Portland Cement Mortars, by Zhengxian Yang, Xianming Shi, Andrew T. Creighton, and Marijean M. Peterson; Chloride Permeability and Microstructure of Portland Cement Mortars Incorporating Nanomaterials, by Xiadong He and Xianming Shi; and Carbon and Steel Surfaces Modified by Leptothrix discophora SP-6: Characterization and Implications, by Tuan Anh Nguyen, Yuzhuo Lu, Xinghong Yang, and Xianming Shi. KW - Carbon KW - Cement mortars KW - Chlorides KW - Innovation KW - Latex KW - Permeability KW - Portland cement KW - Research KW - Steel UR - http://www.westerntransportationinstitute.org/documents/reports/4W0850_Final_Report.pdf UR - https://trid.trb.org/view/1086130 ER - TY - RPRT AN - 01153627 AU - Ye, Zhirui AU - Strong, Christopher K AU - Shi, Xianming AU - Conger, Steven M AU - Western Transportation Institute AU - Iteris, Incorporated AU - South Dakota Department of Transportation AU - Federal Highway Administration TI - Analysis of Maintenance Decision Support System (MDSS) Benefits & Costs PY - 2009/05/12/Final Report SP - 143p AB - This research aimed to assess the benefits and costs associated with implementation of the pooled fund Maintenance Decision Support System (MDSS) by a state transportation agency and to distill this information in a format that is accessible and actionable to transportation agency decision-makers and elected officials. To this end, extensive stakeholder interviews were conducted to help develop the methodology used to analyze MDSS benefits and costs. The research team interviewed two different groups of stakeholders: maintenance personnel at pooled fund member state transportation agencies and selected staff at Meridian Environmental Technologies, the contractor responsible for development of the pooled fund MDSS. A methodology consisting of a baseline data module and a simulation module was developed for analyzing tangible benefits, which include reduced material use (agency benefit), improved traffic safety (user benefit), and reduced traffic delay (user benefit). The methodology was applied to three pooled fund states, which belong to different climatological groups. Analysis results indicated that the use of MDSS could bring more benefits than costs. In addition, a Function Analysis System Technique (FAST) was used to characterize the intangible benefits of MDSS. Finally, a stakeholder outreach plan was developed. Three different formats of outreach materials, Web page, brochure, and PowerPoint presentation, were used to make the results and findings accessible to appropriate audiences. KW - Benefit cost analysis KW - Decision support systems KW - Stakeholders KW - Traffic delays KW - Traffic safety KW - Winter maintenance UR - http://www.westerntransportationinstitute.org/documents/reports/4W1408_Final_Report.pdf UR - https://trid.trb.org/view/915012 ER - TY - ABST AN - 01464477 TI - Institutionalizing Safety in Transportation Planning Processes: Techniques, Tactics and Strategies AB - In TEA-21, safety was made a required decision factor in the transportation planning process. In SAFETEA-LU, the preparation of Strategic Highway Safety Plans (SHSPs) was mandated. Each requirement is unique and separate, but they complement each other. Implementing these two requirements and facilitating the integration and reinforcement of each others goals must be ensured if these efforts are to meet their intended goals. What the states and regional planning agencies are doing to implement the safety planning factor in their planning processes, as required by SAFETEA-LU, is unknown. What effect has this had on institutional changes, cooperation, and communication been planning and safety offices and other partners? What are the technical and/or policy benefits from any changes? An additional question that should be answered is how well the states have coordinated the SHSP and planning factor (referred to as safety conscious planning or SCP in SAFETEA-LU) processes to complement and improve those respective processes. Another question relates to what the states and regional planning agencies believe they need in order to better accomplish this coordination. For example, do safety and planning professionals understand the benefits of collaborating and sharing--both in meeting the legislative mandates and for the larger goal of improving highway safety? Do decisionmakers have a similar understanding, and what is the best way to communicate this to them? Finally, once the state of practice is known, what steps and tools are needed in the short and long term to improve and institutionalize these processes so that safety and planning coordination and collaboration become integrated into standard operating processes and thinking at state and regional planning agency levels? The objectives of this project are to: (1) assess the state of the practice, at state and regional levels; (2) develop techniques and methods to more efficiently and effectively accomplish the federal mandates, potentially including: documenting best practices; developing and recommending procedures, performance measures, and policies for meaningfully integrating safety into the capital improvement programming process; initiating an outreach program to educate and train state and regional planning agency staff in using tools and techniques to more effectively incorporate safety into long-range planning and bringing planning into the SHSP process; developing case studies that illustrate the effective use of safety as a planning decision factor and showing the benefits of planning input to the SHSP process; and developing outreach methods such as websites and newsletters to highlight tools and techniques; develop recommendations for implementation of the techniques and products developed, e.g., support or work with professional organizations for state and regional planning agencies in the short term and develop a strategic/action plan for longer term implementation. The SHSP and safety conscious planning processes are in relatively formative stages. Quick action is required to ensure that these processes mature and become institutionalized so that they can assist safety, planning and policy/decisionmakers. State-of-the practice research can also inform the reauthorization discussion but must be accomplished now to be timely. Transportation planners, especially at the state and regional level, safety staffs, and decisionmakers across the country would have use for this information developed by this project. Groups such as the Transportation Safety Planning Working Group, AASHTO, FMCSA, AMPO/NARC/NADO, and GHSA would use this information and these techniques to train, educate, stimulate, and motivate their respective constituencies. Materials and techniques developed through this project would be used by professional associations, specialty groups, state DOTs and their partners in the SHSP, and regional and local agencies and governments to examine their processes, adopt techniques/strategies from this project, and train staff and decisionmakers. Initially, implementation could be expedited working with the Transportation Safety Planning Working Group which includes the relevant federal, state, safety, and planning organizations. The objective of this project is to develop a guide for institutionalizing the continuous integration of safety in transportation planning and programming processes. The guide will provide techniques, tactics, and strategies for agencies to use to institutionalize safety as a decision and planning factor, and for coordinating the SHSP with other transportation plans. The guide should be useful to state, regional, and local transportation agencies; professional associations; and interest groups in examining how, and how effectively, safety has been integrated into transportation planning processes. KW - Regional planning KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - State of the practice KW - Strategic planning KW - Traffic safety KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2502 UR - https://trid.trb.org/view/1232707 ER - TY - ABST AN - 01464293 TI - Research for the AASHTO Standing Committee on the Environment. Task 56. Cost and Benefit of Transportation Specific MS4 and Construction Permitting AB -
The NPDES general permits associated with the Municipal Separate Storm Sewer System (MS4) program and permits stormwater discharges associated with construction activities are written in broad terms to cover everyone. However, there is a strong general bias built into these general permits that is best suited to incorporated municipal jurisdictions and site based construction activities. For this reason the requirements of these permits do not recognize the unique linear nature of highway projects and the administrative organization of state departments of transportation (DOTs). For example, state DOT's do not have the power to pass ordinances and levy taxes to fund special stormwater requirements. These measures must typically be funded by appropriations from the state's general appropriations. In addition rights-of-way are limited in area which limits the choices available for stormwater structures. These examples are only a few of the limitations that often make meeting the requirements of these general permits difficult sometimes inefficient from a cost point of view. Nationally this problem has been recognized and some agencies are considering the development of special permits for linear construction. However, this would also include construction of power transmission lines, pipelines, and other linear utilities which are also significantly different in scope and character from highways. Given these issues related to stormwater permitting there is a question as to whether the development specific MS4 and construction permits for highways would be more cost effective in both meeting the water quality goals of the states and reducing the permitting conflicts that are currently encountered in many of the one-size-fits-all permits.

KW - Benefit cost analysis KW - Detention basins KW - Drainage KW - Permits KW - Right of way (Land) KW - Runoff KW - Storm sewers UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2617 UR - https://trid.trb.org/view/1232522 ER - TY - ABST AN - 01462598 TI - Enhanced Safety Prediction Methodology and Analysis Tool for Freeways and Interchanges AB - The U.S. freeway system is aging and becoming more congested; many parts of the freeway system, particularly interchanges, are in need of reconstruction or rehabilitation. Improved safety is a key justification for many interchange improvement projects, but engineers lack a suitable tool to examine the safety performance of existing interchanges and to anticipate the safety performance of new or rebuilt interchanges. A preliminary tool was developed by FHWA to estimate crash frequencies of typical interchanges of freeway and arterial, and freeway to freeway. The Interchange Safety Analysis Tool (ISAT) is a spreadsheet that consolidated crash prediction models and modification factors on most components of interchange systems in urban and rural areas. ISAT provides crash estimates of various typical interchange configurations over an economic life specified by users. This tool however requires significant enhancements to improve the quality of the underlying models, expand to key highway characteristics, and calibrate the models for some state data. The objective of this research is to develop additional and stronger crash prediction models for freeway and ramp elements, and to create new models for typical ramp terminal intersections and crash models for crossroad segments affected by these terminals. Another objective is to account for additional interchange characteristics or useful variables. And a final objective is to upgrade the interchange safety analysis tool (ISAT) spreadsheet to be more practical and user friendly and compatible with existing procedures. The following tasks are recommended: (1) determine major models and highway characteristics that should be improved and additional models that should be developed and useful variable to be considered; (2) acquire the data and conduct the analysis; (3) update the ISAT program; (4) select two states with adequate data to calibrate the ISAT program and calibrate the models to the selected states to be readily available for direct application; and (5) prepare a final report, and a user manual. This project will provide the much needed tool to create a more reliable interchange safety analysis tool that is very useful to engineers and planners in conjunction with environmental and traffic impact studies. KW - Crashes KW - Enhancements KW - Impact tests KW - Interchange Safety Analysis Tool KW - Interchanges KW - Interchanges and intersections KW - Research projects KW - Safety Analyst KW - Traffic congestion KW - Traffic safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2512 UR - https://trid.trb.org/view/1230819 ER - TY - ABST AN - 01462520 TI - A Handbook for Addressing Water Resource Issues Affecting Airport Capacity Enhancement Planning AB - As air travel evolves, many airports are faced with the need to enhance capacity; but planning for increased capacity often brings with it a challenge of balancing business concerns and environmental protection. Enhanced capacity can provide environmental benefits by helping to eliminate congestion in the air and on the ground. Implementing those capacity improvements, however, must be coupled with the need to address environmental issues, including potential water resource impacts. Failure to address possible water resource issues effectively and obtain necessary permits and approvals can result in project delays. There is a need to better understand the water resource issues that airports face and how these issues affect the timeliness of project approvals, real project costs, and implementation of proposed projects or programs. Simultaneous consideration of potential water resource constraints along with planning airport capacity enhancement projects will benefit the entire aviation system. Therefore, airport operators and planners need guidance in recognizing potential impacts that capacity enhancement activities may have on water resources. Although directed at water resource issues in particular, this guidance could also be useful in addressing other environmental concerns. The objective of this research is to prepare a handbook for airport operators and planners to (1) identify issues and requirements relating to water resources (including quality and quantity, wetlands, and groundwater) that may affect the environmental review process linked to airport capacity improvements; (2) describe potential effects of not adequately addressing these issues and requirements; and (3) develop strategies airports can employ to implement improvements in a timely and cost-effective manner while protecting water resources. KW - Air transportation facilities KW - Air travel KW - Aircraft maintenance KW - Airport capacity KW - Airport facilities KW - Airport ground transportation KW - Airport operations KW - Deicing KW - Environmental protection KW - Maintenance practices KW - Research projects KW - Runoff KW - Water quality management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2574 UR - https://trid.trb.org/view/1230741 ER - TY - RPRT AN - 01351734 AU - MANILA Consulting Group, Incorporated AU - Federal Motor Carrier Safety Administration TI - Excessive Daytime Sleepiness and Commercial Motor Vehicle Driver Safety PY - 2009/05/09 SP - 159p AB - According to the U.S. Department of Transportation1 (Federal Motor Carrier Administration [FMCSA], 2009), there were 144,171 large trucks and 13,195 buses involved in fatal and non-fatal crashes in 2007. Of these, there were 83,908 and 15,888 injuries resulting from large truck and bus crashes, respectively. Similarly, 4,584 and 278 crashes for large trucks and buses, respectively, resulted in 4,808 (from trucks) and 322 (from buses) fatalities. Numerous studies have highlighted the significant role that excessive daytime sleepiness plays in a large number of reported crashes. Estimates of its contribution to accidents range from as low as 1 percent to 3 percent (Knipling and Wang, 1995; U.S. Department of Transportation, National Center for Statistics and Analysis, 1998) to as high as 35 percent to 42 percent (Dingus et al., 1987; Leger, 1994), and it has been suggested that sleepiness is second only to alcohol as the most frequent cause of both single and multiple motor-vehicle accidents (Dingus et al. 1987). This report aims to assess the role that sleep-related disorders play in crash risk for commercial motor-vehicle (CMV) drivers, particularly those that result in excessive daytime sleepiness and fatigue. Although this report was meant to exclude obstructive sleep apnea (OSA) and narcolepsy, because of previous research (FMCSA Evidence Report – Obstructive Sleep Apnea and Commercial Motor Vehicle Driver Safety, 2007), these disorders are highlighted among the other sleep disorders, because their primary symptoms are excessive daytime sleepiness, the focal point of this report. Also, the disorders each have their own classification in the 2005 International Classification of Sleep Disorders, 2nd Edition (ICSD-2) developed by the American Academy of Sleep Medicine (AASM). The primary objectives of this report are to Identify and describe: (1) the various sleep disorders relevant to CMV drivers, their prevalence and incidence, diagnosis and treatment, and their implications for the FMCSA. Of particular interest are sleep conditions (e.g., organically-based and/or environmentally-induced) that result in excessive daytime sleepiness and/or fatigue; (2) literature that is available on the topic of sleep disorders and crash risk, and the implications for commercial drivers and for FMCSA, charged with developing regulations, policies and practices, which will to serve to reduce crashes, injuries, and fatalities involving large trucks and buses; (3) awareness of driver fatigue within the trucking industry; current hours-of-service regulations; practices and management policies of trucking companies; campaigns, inititatives and programs aimed at reducing driver fatigue; evaluations of driver fatigue countermeasures; and recommended countermeasures for regulators and the trucking industry. KW - Commercial vehicle operations KW - Fatalities KW - Fatigue (Physiological condition) KW - Freight traffic KW - Motor carriers KW - Sleepiness KW - Traffic crashes KW - Truck traffic KW - Trucking KW - U.S. Federal Motor Carrier Safety Administration UR - http://ntl.bts.gov/lib/39000/39500/39516/5-09-2009_ESD_and_CMV_Driver_Safety-Library_Copy.pdf UR - https://trid.trb.org/view/1114751 ER - TY - ABST AN - 01464473 TI - Guidelines for Quality-Related Pay Adjustment Factors for Pavements AB - Quality measures are generally used by highway agencies for the acceptance of pavement construction. Material properties, smoothness, and other characteristics of the constructed pavement will generally vary somewhat from those specified because construction operations are influenced by many factors. Such variance will affect pavement quality and performance and, therefore, will affect the highway agency and road users. For these reasons, many highway agencies incorporate quality-related pay adjustments, in the form of incentives/disincentives, in the construction contracts of flexible and rigid pavements to account for the value lost or gained by the variance from the specified values. Many of the approaches used by highway agencies for dealing with construction variance and assigning pay adjustment factors have been developed empirically without understanding completely the actual relationship to performance. In addition, these approaches use different procedures for determining the amount and method of pay adjustment that do not consider some relevant issues, such as highway functional classification, constructibility, combining multiple pay factors, impacts on the highway users, contractor/agency risk sharing, contractor motivation, and legal ramifications. Further improvement is needed to develop rational guidelines for determining quality-related pay adjustment factors for flexible and rigid pavements. Such guidelines will help highway agencies incorporate in construction contracts pay adjustment factors that are commensurate with the expected gain or loss in pavement performance. The objective of this research is to develop guidelines for determining quality-related pay adjustment factors for flexible and rigid pavements. KW - Pavements KW - Paving KW - Pay adjustments KW - Pay factor KW - Payment KW - Quality assurance KW - Quality control KW - Road construction UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2506 UR - https://trid.trb.org/view/1232703 ER - TY - ABST AN - 01462720 TI - Identification and Evaluation of Freight Demand Factors AB - From initial planning of the Interstate Highway System in the 1930s and 1940s through the national policy studies of the 1970s, forecasts of future demand for freight transportation substantially underestimated the subsequent growth in freight volumes and average lengths of haul. Among the consequences today are highways that are overwhelmed with trucks, the lack of rail capacity because of past abandonments, and a planning dilemma for sizing and pricing transportation infrastructure. More recent national freight forecasts predict enormous increases in the demand for freight transportation over the next two decades. These substantially higher forecasts reflect recent trends, most notably the explosive growth in international trade. But, given the underestimation of freight demand by forecasters in the past, are the dire predictions of huge freight growth in the future any more likely to occur? There is a need to consider the contributions of such factors as demographics, economics, environment, technology, and public policy decisions to freight demand. A better understanding of the contributions of such factors, as well as their trends and interrelationships, will greatly improve the accuracy of future freight demand models; may provide better estimates of how likely future freight demand will deviate from the forecasts; and may help identify leading indicators that should be tracked to anticipate freight demand shifts. The objective of this research is to develop a report that describes and analyzes such factors as demographics, economics, environment, technology, and public policy that contribute importantly to the future demand for freight (as measured, for example, by tons, ton miles, vehicle miles or train miles, and value of freight). The research will: (1) identify the factors and estimate the direction and relative magnitude of the influence of each factor on freight demand; (2) identify whether the effects are international, national, regional, or local; (3) assess factor reliability at predicting demand including the likelihood that the factor and its effects will continue in the near and long term; and (4) identify factors that should be monitored to detect major changes in trends in the demand for freight transportation, including supply interactions. KW - Carriers KW - Demand KW - Freight traffic KW - Freight trains KW - Freight transportation KW - Highways KW - Intermodal transportation KW - North America KW - Ports KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2407 UR - https://trid.trb.org/view/1230942 ER - TY - ABST AN - 01462525 TI - Airport Performance Indicators AB - Performance measurement systems are a critical challenge for airports today. Many airports do not have them and those that do measure performance can improve their system.  With reduced resources and the other challenges facing airports and the industry today, it is critical that airports have access to best practices to develop a performance measurement system and an extensive list of supporting performance indicators and measures that are linked to the system. ACRP is currently developing a guidebook for preparing airport performance measurement systems. Research is needed to develop an extensive list of supporting performance indicators and measures that are linked to the guidebook. The combination of these will greatly facilitate implementation of performance measurement systems at airports and make possible the comparability of information between airports over time. The objective of this research is to develop, for a wide variety of types and sizes of airports, a resource manual with a searchable (by airport type and size) CD-ROM that contains an extensive list of airport performance indicators, categorized by functional type, and identifies a subset of fundamental “core” performance indicators within each category. The resource manual will present and define each indicator, suggest methods for collecting relevant data for each indicator, and generally, support the implementation of an airport’s performance measurement system as intended in ACRP Project 01-06, "Guidebook for Developing an Airport Performance Measurement System." 
 
KW - Airport operations KW - Airport planning KW - Airport terminals KW - Airports KW - Customer satisfaction KW - Decision making KW - Performance measurement UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2569 UR - https://trid.trb.org/view/1230746 ER - TY - ABST AN - 01464474 TI - Nighttime Construction Impacts on Safety, Quality, and Productivity AB - The aging of state and local roads and highways and the availability of funding by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) have increased the number of major highway maintenance, rehabilitation, and reconstruction (MRR) projects. Large highway MRR projects can cause significant disruptions to travel patterns and economic activity. MRR activities could be expedited by closing the facility, but in many situations, the remaining transportation network is not able to accommodate the redirected traffic volumes. A method to reduce the impact on the traveling public and area businesses during highway MRR projects is to schedule nighttime work. The advantage in performing MRR activities during off-peak hours is the reduced impact on the traveling public due to decreased traffic volumes. Construction activities during periods of lower traffic volumes minimize inconveniences to highway users and impacts on local businesses. However, nighttime construction introduces other issues to consider including increased safety hazards due to fatigue and poor visibility conditions, impacts on quality of the constructed product, and construction productivity.

KW - Highway maintenance KW - Night KW - Nighttime construction KW - Rehabilitation (Maintenance) KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2505 UR - https://trid.trb.org/view/1232704 ER - TY - ABST AN - 01464489 TI - Development and Application of Access Management Guidelines AB - Many states and local governments are considering, or in the process of, revising their access management standards and guidelines. These standards or guidelines commonly include key elements such as: a) an access management classification system and access management categories; b) signalized access spacing; c) medians and median opening spacing and design; d) unsignalized access spacing; e) driveway design; f) internal and interparcel circulation; and g) alternative access.
These standards and guidelines are often based on a continuation of historical practices or from the practices of other jurisdictions. As a result, the access management criteria often vary widely and questions remain as to the appropriate access spacing and design criteria for different types of roadways and roadside environments. However, at this time, there is no consolidated source giving a rationale for the application of various access management techniques and their designs. Research is needed to provide information for state DOTs and local governments to rationally evaluate their current access management standards or guidelines; document the safety and operational logic for adoption and administration of access management techniques; provide guidance for the adoption of criteria and procedures for deviation from access management standards while maintaining consistency in the permitting process; and to help address institutional, political, and economic barriers to the adoption of rationale access management standards. The research will examine and compare the roadway design manuals, access management standards and guidelines, driveway designs and other relevant manuals adopted by the various state departments of transportration (DOTs) as well as selected local governments. Agencies will be contacted to ascertain: a) why the agency adopted guidelines rather than standards; b) the rationale for the standards/guidelines for signal spacing, unsignalized access spacing, the use of medians, median opening spacing and design, driveway geometrics, warrants for and design of auxiliary lanes, etc.; c) criteria and procedures for deviations from adopted standards; d) how applications vary for different roadside environments (rural, suburban and urban) or roadway functional design types; and e) issues in administration of the standards/guidelines such as consistency in application of the standards/guidelines and institutional, political, and economic barriers to implementation. A major objective of the research will be to develop a rationale or basis (criteria) for such access management elements as, but not limited to, the following: a) roadway classification and access management categories; b) signal spacing; c) unsignalized access spacing for different access management categories; d) driveway design; e) warrants for auxiliary lanes; f) design of auxiliary lanes; g) median opening spacing and design; h) u-turns, including u-turns by large vehicles; i) access connections on opposite sides of undivided roadways; j) warrants for and design of isolated left-turn lanes and shoulder by-pass lanes; k) application of a continuous two-way, left-turn lane (TWLTL); and l) replacing a TWLTL with a nontraversable median. The research will also identify variations, where appropriate, in the desired application of the access management elements. This research would culminate in model access categories and model sets of access management and design guidelines and procedures for various roadway functional classifications and design types. It would also address how these criteria might vary in the context of different roadside environments. The resulting models would be accompanied by detailed rationale on their benefits and application so they may be readily adapted and applied by state transportation agencies and local governments or MPOs, through their transportation planning and design processes.
 
KW - Access control (Transportation) KW - Accessibility KW - Driveways KW - Guidelines KW - Medians KW - Spacing KW - Two way left turn lanes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2493 UR - https://trid.trb.org/view/1232719 ER - TY - RPRT AN - 01139965 AU - Zhu, L AU - Reid, J D AU - Faller, R K AU - Sicking, D L AU - Bielenberg, R W AU - Lechtenberg, K A AU - Benner, C D AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Performance Limits for 152-mm (6-in.) High Curbs Placed in Advance of the MGS Using MASH-08 Vehicles. Part I: Vehicle-Curb Testing and LS-DYNA Analysis PY - 2009/05/06/Final Report SP - 207p AB - Although curbs have been discouraged on high-speed roads based on previous research, the use of curbs is often required for certain situations. There exists a need to examine the use of curbs in conjunction with the Midwest Guardrail System (MGS) in order to determine effective curb placement guidelines. Four vehicle crash tests were performed to investigate vehicle behaviors after traversing a 152-mm (6-in.) AASHTO Type B curb. Two tests with 2270P pickup trucks, one test with the 1100C passenger car, and one test with the 2000P pickup truck, were performed. All of the vehicles were tested at a target speed of 100 km/h (62.1 mph) and at a target angle of 25 degrees. Test data was collected by both low- and high-speed video cameras and transducers. An analysis was performed on vehicle trajectories with respect to the MGS height to determine the critical lateral offset locations for further investigation within the curb-MGS combination study. KW - Barriers (Roads) KW - Curbs KW - Guardrails KW - Highway safety KW - Impact tests KW - Performance UR - http://nlcs1.nlc.state.ne.us/epubs/R6000/B016.0139-2009.pdf UR - https://trid.trb.org/view/899326 ER - TY - RPRT AN - 01129612 AU - Department of Transportation TI - Aviation Industry Performance: A Review of the Aviation Industry in 2008 PY - 2009/05/06 SP - 52p AB - This report provides a comprehensive analysis of aviation industry trends in 2008 and their impact on aviation system performance, demand and capacity for domestic and international flights, and air service in small communities. Unprecedented fuel prices in the first three quarters of 2008 followed by a worsening global economic recession drastically impacted the airline industry, with $5.8 billion in operating losses for the year and multiple bankruptcies. Airlines responded to the dramatic shift in their operating environment by cutting flights, raising airfares, and tapping into ancillary sources of revenue. As a result of these trends, domestic passenger traffic (measured in Revenue Passenger Miles, or RPM) declined by approximately 10 percent in the fourth quarter of 2008, compared to the fourth quarter of 2007. Preliminary data on international passenger traffic to and from the United States indicate a 7-percent decline in the last 3 months of 2008 after having grown by 5 percent in the first half of the year. One positive outcome of reduced service and ridership in the second half of 2008 was fewer flight delays and improved on-time performance. Airlines anticipate further declines in domestic and international passenger demand as a result of the ongoing economic downturn. Consequently, they have announced further service reductions in 2009 and have resorted to lowering airfares to stimulate demand until those capacity cutbacks can be implemented. KW - Airlines KW - Aviation KW - Bankruptcy KW - Demand KW - Economic impacts KW - Fares KW - Passenger traffic KW - Performance KW - Trend (Statistics) UR - http://www.oig.dot.gov/sites/dot/files/Aviation%20Industry%20Performance%5E9-24-12.pdf UR - https://trid.trb.org/view/889821 ER - TY - ABST AN - 01464484 TI - Practical Approaches for Involving Traditionally Underserved Populations in Transportation Decisionmaking AB - Presidential Executive Order 12898, Federal Actions to Address Environmental Justice in Minority Populations and Low-Income Populations, directs federal agencies to identify and address disproportionately high and adverse human health or environmental effects of their programs, policies, and activities on minority and low-income populations. Presidential Executive Order 13166, Improving Access to Services for Persons with Limited English Proficiency, requires federal agencies to improve access to federally conducted and assisted programs and activities for persons who, as a result of national origin, are limited in their English proficiency. Both Executive Orders are based on Title VI of the Civil Rights Act of 1964, which prohibits discrimination on the basis of race, color, sex, or national origin by government agencies that receive federal funding. The number of U.S. residents for whom English is a second language is increasing, and minority and low-income populations frequently have limited English proficiency and/or literacy. State departments of transportation and other transportation agencies implement a variety of approaches designed to meet both the spirit and the letter of the Executive Orders and federal law. Effective, efficient, and inclusive transportation decisionmaking depends and relies upon recognizing, responding to, and properly addressing the unique needs, cultural perspectives, and financial limitations of different socioeconomic groups. Developing an understanding of the value systems and viewpoints of these groups can be significantly aided by implementing a more comprehensive approach to engaging the public in transportation decision-making processes. Transportation agencies are finding that traditional public engagement techniques are often inadequate, effectively limiting meaningful participation by minority, low-income, and limited English proficiency populations in the transportation decision-making process. Transportation agencies need proven as well as innovative tools to effectively engage an increasingly diverse public in the development of transportation solutions. Recent evolutions in industry practices, such as Context Sensitive Solutions, promote early public involvement in decision-making processes throughout system planning, project planning, project design, project construction, system operation, and system maintenance. In response to a growing awareness that the demographics of this country's population are changing dramatically, a number of resources have recently been published that provide guidance and practical advice to transportation agencies on how to implement Title VI and Presidential Executive Orders 12898 and 13166. Research is needed to capture new or innovative practices and expand on existing work, including identifying emerging demographic trends, to provide additional tools to transportation agencies. The objective of this research is to develop a practical and easy-to-use toolkit of best practices that practitioners can use to involve traditionally underserved populations, particularly minority, low-income, limited English proficiency, and low literacy groups, in transportation decisionmaking. The toolkit will (1) identify emerging demographic trends relevant to transportation decisionmaking; (2) identify new practices and/or new applications of existing public involvement practices, including (a) how effective these practices are; (b) how an agency can develop and apply the practices; and (c) the lessons learned by agencies that have used the practices, including how agency policy or decisionmaking was affected; (3) identify analytical methods and practices that can be used to (a) properly identify affected populations; (b) identify the impacts on underserved populations; and (c) determine if impacts to environmental justice populations are disproportionate and adverse, including criteria used in the evaluation; and (4) identify strategies for mitigating impacts to the affected populations. The toolkit will be organized in a easily searchable format with the potential to be converted to a web-based tool. Content pertaining to specific populations should be easily accessed by transportation professionals with general backgrounds in project-level and systems-level planning. In selecting best practices for inclusion in the toolkit, considerations should be given to the size, type, and complexity of the transportation project or decision; geographic diversity; budget and cost information; organizational structure, type of agency, or level of government; and other relevant factors. KW - Best practices KW - Case studies KW - Civil Rights Act of 1964 KW - Decision making KW - Environmental justice KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2498 UR - https://trid.trb.org/view/1232714 ER - TY - ABST AN - 01578138 TI - A Life Cycle Inventory for Switchgrass Fuel Pellets AB - No summary provided. KW - Biomass fuels KW - Grasses KW - Life cycle analysis KW - Pellets UR - https://trid.trb.org/view/1371712 ER - TY - ABST AN - 01577865 TI - Developing Herbicide-Resistant Switchgrass for Improvement of Weed Control and Stand Establishment AB - No summary provided. KW - Grasses KW - Herbicides KW - Weed control UR - https://trid.trb.org/view/1371107 ER - TY - ABST AN - 01577725 TI - Estimating the Effects of Climate Change Legislation on Biomass Supply Using a High Resolution Integrated Socioeconomic-Biogeophysical Model AB - No summary provided. KW - Biomass KW - Biophysics KW - Climate change KW - Economic models KW - Geophysics KW - Legislation KW - Socioeconomic factors KW - Supply UR - https://trid.trb.org/view/1370770 ER - TY - ABST AN - 01577135 TI - Feature Extraction Models for Identifying Optimum Biorefinery Sites in the Southeastern US with Sustainability and Policy Impact Modules AB - No summary provided. KW - Biomass KW - Image processing KW - Optimization KW - Plant location KW - Refining KW - Southeastern United States KW - Sustainable development UR - https://trid.trb.org/view/1370382 ER - TY - ABST AN - 01575507 TI - Plant Pathogen Enzymes for Biomass Treatment and Biofuel Production AB - No summary provided. KW - Biomass KW - Biomass fuels KW - Plants KW - Production methods UR - https://trid.trb.org/view/1367890 ER - TY - ABST AN - 01464478 TI - Guidelines for Evaluation and Performance Measurement of Congestion Pricing Projects AB -
Highway traffic congestion will likely become worse in the future as demand for highway facilities increases and supply (or capacity) remains stagnant. Peak time spreading, loss of productivity during congested periods, and underutilization of existing capacity during off peak periods are some of the current system management challenges. Transportation authorities and organizations around the country and abroad have explored and applied capacity improvement strategies as well as several Transportation Demand Management and Transportation System Management methods in an effort to mitigate the negative consequences of current and future congestion levels. What has been realized in many areas is that significant capacity expansion opportunities are limited due to environmental, right of way, and financial constraints; thus, maximizing existing and underused capacity has become paramount. One of the lesser-used tools in the congestion management toolbox is tolling and congestion pricing of existing and new infrastructure. However, there is a growing national momentum within government transportation entities to explore that option and evaluate its performance. A number of states are considering and/or implementing tolling and congestion pricing projects such as HOT lanes. In addition, USDOT issued a set of national strategies to reduce congestion that includes pricing concepts. A key element of this strategy is the development of Urban Partnership Agreements which includes tolling, transit, telecommuting and technology, and operations components. Following a competitive process, USDOT recently announced the selection of five metropolitan areas as the first communities to receive Urban Partnership grants (i.e., Miami, Minneapolis, New York, San Francisco, and Seattle). Implementation of these agreements and tolling projects will require focused data tracking and analysis of the effectiveness and impact of pricing. Performance measurement will be critical in this process. In addition, the last highway authorization legislation, SAFETEA-LU, made provisions that provide state departments of transportation with flexibility to use congestion pricing programs in their congestion mitigation programs (Sec. 1604), providing over $50 million during this authorization period for pilot programs to use congestion pricing to mitigate congestion and air pollution, as well as improve fuel efficiency. Tolling and pricing options also face considerable political and public pressures. Effective performance assessment and analysis of existing and planned pricing projects is central to gaining public acceptance and use, along with encouraging broader application. Currently, there is lack of knowledge and benchmarking of best practices on how to develop appropriate performance measurements and related data tracking and analysis methods and communicating the results to the public. Transportation organizations need assistance in developing and tracking measurements for assessing the benefits and impacts of tolling and congestion pricing strategies. Congestion pricing may be a critical and efficient method of managing congestion and enhance system efficiency. The current national momentum is growing and aids in the implementation of trial projects. Many states are closely watching the deployment and performance of existing projects. Setting up the appropriate framework and data tracking for measurement, evaluation, and communication will not only affect that specific state or MPO, but its success has potential impacts on many others. The research objective is to create a guide that provides Departments of Transportation (DOTs) and MPOs with specific information to develop appropriate performance measures, track data, and evaluate and effectively communicate the results of pricing projects based on various goals, but especially in terms of efficiency, system management, and maximizing throughput and available capacity. Specific measures that should be considered during the course of this research include system efficiency; system management; maximization of throughput and capacity; efficiency related to collection methods and tools; measures related to user benefit (such as decreased travel time and increased travel reliability); and measures related to efficiency and equity in toll revenue allocations.
KW - Congestion pricing KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Metropolitan planning organizations KW - Performance measurement KW - State departments of transportation KW - Toll roads KW - Traffic congestion KW - Traffic flow UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2501 UR - https://trid.trb.org/view/1232708 ER - TY - ABST AN - 01462522 TI - A Primer for Information Technology Systems at Airports AB - Many executive managers at airports do not fully understand how to place a value on information systems and technology. At the same time, information technology (IT) professionals have a difficult time communicating and justifying the business benefits of newer technologies to executive management. As a result, airports tend to lag behind private industry in the strategic use of technology to improve business operations and financial performance. In addition, airports sometimes experience problems such as cost overruns, under-performance, implementation delays, internal disputes, poor reliability, unanticipated collateral impacts, and failure to consider integration. A change is occurring in the business model at airports, where the airport is becoming a fully involved service provider in the daily operation of all airport activities, including tenant activities. Airports do not always know how to tailor information systems and technology to best support their operations and thereby increase the value they can offer their staff, tenants, and passengers. As such, guidance in this area would be helpful to airport staff. The objective of this research is to develop an easy-to-read primer that speaks to two distinct audiences, the airport's executive manager and the information technology (IT) professional, in order to facilitate mutual understanding of each other's perspective of the fundamental considerations for IT at the airport. Fundamental considerations include functional architectural concepts, functional and strategic objectives, mutual and disparate expectations, total costs (i.e., life-cycle, acquisition, implementation, activation, operation, and maintenance), benefits, consequences, priorities, risks, and other relevant considerations. The primer will also (a) describe steps and approaches to acquire, implement, and maintain IT at the airport; (b) include a description of guiding technical principles; (c) present applicable standards and recommended practices (e.g., ACI, ICAO, ATA, IATA); (d) provide a list of considerations for making informed "go-no-go" acquisition, implementation, and commissioning decisions; (e) describe different approaches for placing the IT function within the airport organization; (f) present and define relevant terminology; and (g) be scalable to large, medium, and small airports. The primer should be concise, creative, visual, and straightforward in its discussion of (a) the considerations that are important to the executive manager, (b) the considerations that are important to the IT professional, (c) what the executive manager would like the IT professional to understand, (d) what the IT professional would like the executive manager to understand, and (e) issues that are common to both perspectives. KW - Airport facilities KW - Airport operations KW - Airport planning KW - Information management KW - Information systems KW - Information technology KW - Management KW - Management information systems KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2572 UR - https://trid.trb.org/view/1230743 ER - TY - ABST AN - 01462357 TI - Synthesis of Information Related to Airport Problems. Topic S08-01. Airport Terminal Facility Activation Techniques AB - Billions of Federal, State, and local dollars flow into planning, design, and construction of new and reconditioned airport facilities in order to efficiently accommodate passenger and cargo. One of the most critical steps in every project is activation, which includes planning, preparing, and coordinating airport operator activities to ready the new facility for immediate and full operation. Activation is the process that works out the bugs in the facility and systems before occupancy and use. There have been a number of well-publicized challenges (e.g., baggage handling system malfunctions, toll boths and automatic vehicle identification systems not positioned for optimal efficiency) that were uncovered during the activation process of facility commissioning and fixed before occupancy, or uncovered during initial occupancy because the facility activation process was not robust. Activation provides structure to a very complex set of processes that addresses the operational, as well as the physical attributes of the new or reconditioned facility and the continued services that personnel provide to and from the facility. Activation considers the upstream and downstream adjacent activities as well as the activities that the new facility was planned, designed and constructed to support. Maximum value to airport organizations and airport users results from these activation activities beginning months prior to the occupancy and use of a building, space, utility, or roadway opening. Facility activation steps are straightforward but often overlooked by many airports. In many cases, activation can uncover additional information on the total cost of ownership. A synthesis of the steps frequently included in the most successful international and domestic activations can offer significant benefit to airport operators and their program managers that may not have considered them. The target audience for this synthesis of airport practice includes airport executives, program managers, planners, designers, construction managers, and facility operators that are responsible for delivering airport facilities. The synthesis will include a literature review and survey of airport program and facility managers, including designers, operators, maintenance and safety managers that have recently commissioned, opened or remodeled a facility or infrastructure element in order to identify steps undertaken for successful activations. Facilities considered include physical landside and airside facilities such as buildings, parking structures, rental car facilities, roadways, utilities, runways, taxiways and ramps, and other industries (i.e., transit, hotel, military). KW - Air transportation facilities KW - Airport design KW - Airport planning KW - Airport runways KW - Infrastructure KW - Parking facilities UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2646 UR - https://trid.trb.org/view/1230578 ER - TY - ABST AN - 01461838 TI - Animal Detection System Project AB - The objective of this project is to investigate the reliability of a microwave radio signal break-the-beam animal detection system at the TRANSCEND facility in Lewistown, Montana. KW - Animal detection systems KW - Animals KW - Incident detection KW - Microwave communication systems KW - Montana KW - Radio signals KW - Railroad transportation KW - Research projects UR - http://www.westerntransportationinstitute.org/research/4w2636.aspx UR - https://trid.trb.org/view/1230058 ER - TY - RPRT AN - 01160575 AU - Kenyan, Jennifer AU - Glitman, Karen AU - McRae, Glenn AU - University of Vermont, Burlington AU - Snelling Center for Government AU - Research and Innovative Technology Administration TI - Future Surface Transportation Financing Options: Challenges and Opportunities for Rural States PY - 2009/05/01 SP - 49p AB - Much of the current literature on transportation funding warns that failure to fund transportation infrastructure can lead to major consequences, as transportation plays a significant role in the national, state, and local economies for access to jobs, recreation, education, health care, and the shipment of goods. This situation is also true in Vermont where the challenges of small population, small tax base, rural setting and aging infrastructure have exacerbated the problem. A national and international review of current and proposed funding practices was conducted through literature review, web data collection, attendance at conferences and phone interviews. The results of that review are synthesized in this report. KW - Data collection KW - Financing KW - Ground transportation KW - Interviewing KW - Literature reviews KW - Rural areas KW - State of the practice KW - Transportation infrastructure KW - Vermont UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-09-003.pdf UR - http://ntl.bts.gov/lib/55000/55200/55279/UVM-TRC-09-003.pdf UR - https://trid.trb.org/view/921453 ER - TY - RPRT AN - 01483679 AU - Connelly, John P AU - Hoel, Lester A AU - University of Virginia, Charlottesville AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Development of Access Management Performance Measures PY - 2009/05//Final Report SP - 96p AB - n 2007, the Virginia General Assembly passed legislation calling for Access Management, the regulation of entrances and intersections along highway corridors in Virginia. Some property owners may oppose access management. Therefore, performance measures are needed to assess whether the access management program is achieving its intended results. An important step of developing performance measures is to reach out to stakeholders. This can be both time consuming and expensive. This study (1) shows the effect of stakeholder involvement on the development of performance measures, (2) evaluates the challenges associated with involving stakeholders, and (3) makes recommendations for stakeholder involvement in the future. Two groups of stakeholders were involved: (1) the people who will be using the measures and (2) the people who will be implementing the measures. A survey was conducted of transportation professionals in Virginia to represent people who will be using the measures. A steering committee of Virginia Department of Transportation (VDOT) officials was appointed to represent people who will be implementing the measures. Involving these stakeholders affected the recommended performance measures in the following ways: (1) Measures must be easy to apply. (2) The final forms of the measures were tailored to VDOT. (3) Multiple measures were used rather than a single aggregate measure. (4) A target of improvement over time was set for all measures. (5) Safety was found to be important to measure. (6) Measures should involve a tangible result. (7) The uniform application of access management standards is important to measure. There are numerous challenges associated with involving stakeholders. If not properly handled, this task can become very time consuming. Some challenges are: (1) Thorough work must be conducted before, during, and after conducting a survey. (2) Selection of criteria to evaluate performance measures requires input from stakeholders. (3) Interaction with stakeholders requires preparation and follow-up. (4) When tailoring measures to a specific user, ability to compare to national standards should be retained. The following recommendations are made: (1) When performance measures are developed, involve the people who will be using and implementing them. (2) Adequately prepare for all interaction with stakeholders. KW - Access control (Transportation) KW - Performance measurement KW - Recommendations KW - Stakeholders KW - Virginia UR - http://www.mautc.psu.edu/docs/UVA-2007-02.pdf UR - https://trid.trb.org/view/1252433 ER - TY - RPRT AN - 01478207 AU - Nebraska Department of Roads AU - Federal Highway Administration TI - 2008 Continuous Traffic Count Data and Traffic Characteristics on Nebraska Streets and Highways PY - 2009/05 SP - 294p AB - The Nebraska Department of Roads, in cooperation with the Federal Highway Administration, collected and analyzed data at 61 continuous traffic count locations in 2008. Of these 61 locations, 38 are on rural state and federal highways, 8 on low volume rural roads, 2 on city streets in Grand Island, 3 on city streets in Lincoln, 7 on city streets in Omaha, 1 on the Interstate in South Sioux City, 1 on a 'city street in Scottsbluff, and 1 on a city street in Holdrege. Most of our machines have been converted to collect data on vehicle type, not just volume. As a result, continuous classification data is available at the majority of our stations. Short-term manual vehicle classification data was collected during 2009 at many of the remaining permanent continuous traffic counters. A traffic counter detects each passing vehicle and records hourly totals electronically. This information is retrieved periodically over the telephone lines by the Planning and Project Development Division of the Nebraska Department of Roads. Here the information is processed into Average Daily Traffic (ADT) figures. Some of the uses of these ADT values are determination of design standards, classification of highways, development of improvement programs and safety programs. Another important use of the information provided by these permanent traffic counters is to adjust many statewide 24 and 48 hour machine counts and 8-hour manual counts to annual average daily traffic volumes. The tables and graphs on the following pages are a summarization of the more detailed data presented in this report. KW - Average daily traffic KW - Design standards KW - Nebraska KW - Safety programs KW - Traffic counts KW - Traffic volume KW - U.S. Federal Highway Administration KW - Vehicle classification UR - http://nlcs1.nlc.state.ne.us/epubs/R6000/S009-2008.pdf UR - https://trid.trb.org/view/1247227 ER - TY - RPRT AN - 01478205 AU - Ardani, Ahmad AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Montana Demonstration Project: Innovative Culvert Rehabilitation Using Trenchless Technologies PY - 2009/05//Draft Final Report SP - 37p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE (HfL) program, the Montana Department of Transportation (MDT) was awarded a grant to demonstrate the use of trenchless technologies in rehabilitating 10 deteriorated culverts on U.S. 12 over MacDonald Pass in Powell and Lewis and Clark Counties. This report documents the entire work effort, including the use of two innovative techniques to rehabilitate the corrugated steel pipe culverts. These innovative techniques included a cured-in-place pipe (CIPP) lining and a sliplining system using high-density polyethylene pipe (HDPEP) liners. The rehabilitation effort was a great success. By using trenchless technologies, MDT was able to perform the work without closing any lanes or interfering with traffic flow. The benefits of using CIPP and HDPE included the following: (1) Virtually eliminated traffic delays and lane closures; (2) Provided a safer environment for the traveling public and workers by eliminating exposure to traffic and construction activities; (3) Potentially improved quality because work was done in a controlled environment; (4) Eliminated costs associated with traffic control and roadway excavation; and (5) Attained user satisfaction. KW - Corrugated pipe KW - Culverts KW - Cured in place pipe KW - Highways for LIFE KW - Montana Department of Transportation KW - Rehabilitation (Maintenance) KW - Sliplining KW - Trenchless technology UR - http://www.fhwa.dot.gov/hfl/summary/pdfs/mt_81809.pdf UR - https://trid.trb.org/view/1247041 ER - TY - RPRT AN - 01473634 AU - Vonderohe, Alan P AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Training on Automated Machine Guidance PY - 2009/05//Final Report SP - 99p AB - Beginning in 2006, the Wisconsin Department of Transportation (WisDOT) and the Construction Materials Support Center at University of Wisconsin-Madison worked together to develop the specifications and the quality assurance/quality control procedures for global positioning system (GPS) machine guidance on highway grading projects. These specifications and procedures are being finalized for inclusion in WisDOT 2009 construction projects. With adoption of these new specifications and procedures into contracts there is a need to provide field staff with necessary knowledge and skills to administer the contracts involving GPS machine guidance. KW - Automation KW - Global Positioning System KW - Grading (Earthwork) KW - Machine guidance system KW - Quality assurance KW - Quality control KW - Specifications KW - Training programs UR - http://www.wistrans.org/cfire/documents/03-21_CFIRE_FR.pdf UR - https://trid.trb.org/view/1224933 ER - TY - ABST AN - 01461918 TI - Southern California Regional Transit Training Consortium AB - This project supports the continuing efforts of the Southern California Regional Transit Training Consortium (Consortium) to provide an education and training resource network comprised of public and private organizations--focused on the development and employment of the transit industry's workforce that is proficient in the standards, practices, and procedures for incumbent and new workers. It is a marriage of the transit industry with educational institutions in order to make use of local educational expertise for transit providers. The Consortium was created and incorporated in January 2004 in response to the industry's need for a trained technical/mechanical labor force. KW - Education and training KW - Public private partnerships KW - Public transit KW - Research projects KW - Southern California KW - Training programs KW - Transit personnel KW - Transportation careers UR - https://trid.trb.org/view/1230138 ER - TY - ABST AN - 01461551 TI - Transit Cooperative Research Program --18th Year AB - The objective of this cooperative agreement is to support the efforts of the Transportation research Board (TRB) of the National Academies in the management of the Transit Cooperative Research Program (TCRP). Now in its 18th year of operation and sponsored by the Federal Transit Administration, TCRP is a continuing program of operator-oriented, problem-solving research that examines short-term high-priority topics of common interest to the transit industry. TCRP focuses on issues significant to the transit industry, with emphasis on developing near-term research solutions to a variety of transit problems involving facilities, vehicles, equipment, service concepts, operations, policy, planning, human resources, maintenance, and administrative practices. The National Academies is specifically authorized by 49 U.S.C Section 5313(a)(2) to implement the TCRP activities through a federal grant or cooperative agreement. KW - Accessibility KW - Cooperative agreements KW - Mobility KW - Problem solving KW - Public transit KW - Research KW - Technology transfer KW - Transit Cooperative Research Program KW - Transit operating agencies UR - https://trid.trb.org/view/1229770 ER - TY - RPRT AN - 01454870 AU - Dunston, Philip S AU - Monty, James AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Practices for Seamless Transmission of Design Data from Design Phase to Construction Equipment Operation: A Synthesis Study PY - 2009/05//Final Report SP - 94p AB - The Indiana Department of Transportation (INDOT), in response to requests from the construction contracting community, has chosen to examine how to facilitate their contractors’ use of three-dimensional machine control (3D-MC) systems, especially GPS-based systems. INDOT recognizes that the prerequisite 3D project model, if available in its intelligent electronic form, may be leveraged by both INDOT and its project partners to automate the performance of tasks other than construction. Therefore, INDOT was compelled to initiate this study to investigate the state of technology and the experiences of other state transportation agencies (STAs) and to synthesize that information to formulate recommendations for INDOT to implement for utilizing the electronic design file (EDF). The emphasis of the study is to discern best practices for how to facilitate better collaborative work and how to advance the use of 3D-MC on INDOT projects while avoiding or mitigating any pitfalls associated with supporting the use of the new technology.The work plan conducted by Investigators from the Purdue University School of Civil Engineering involved a literature review to uncover information on performance of 3D-MC technologies and computer technologies and associated processes to enhance project team collaborations. Concurrently, the Investigators surveyed vendors of 3D-MC systems and contractors and designers to uncover critical lessons from their experience with these systems. A review of STA Web sites was conducted to gain an overview of STA requirements regarding design files and product offerings of two leading providers of project design and civil project management software were reviewed to assess the efficacy of EDF sharing. These reviews were compared against the INDOT Project Development Process to reveal opportunities to leverage electronic forms of the design files. Contacts established from the surveys and Web site reviews, yielded further contacts with engineering service providers and STA personnel who were primarily interviewed by phone. The STA contacts also provided or referenced documents that were valuable to the information gathering activity. The phone interviews and shared documents provided the greatest clarity regarding the progress of other STAs toward implementation.The study confirmed that there are accessible commercial products from the industry leaders that enable 3D design model creation, secure file sharing with version control. Digital terrain models (DTMs) from these products can be read and translated for input to the array of GPS-based 3D-MC system options that are capable of meeting typical standard construction tolerances. The companies also have incorporated enough interoperability to work across platforms, thus enabling seamless and collaborative 3D-model-based project delivery with the appropriate investment. INDOT is making the correct investment in software applications to realize this objective.With regard particularly to implementing 3D-MC, information from select STAs provided insight into options and considerations for project selection and specifications that clarify liability. STAs have assumed various positions of responsibility for making the DTM available to contractors, ranging from an official hands-off stance to one that prescribes GPS-based 3D-MC for certain projects. The Investigators encourage INDOT to pursue implementation through a program of pilot projects with special committee oversight responsible for assessing benefits and compiling lessons learned. A manageable set of objectives should be carefully set for each pilot project so that benefits can be convincingly demonstrated. Indiana design consultants seek leadership from INDOT and input from construction contractors regarding the critical data and information needs so that they can deliver the desired electronic design files with greatest efficiency and effectiveness. KW - Best practices KW - Computer aided design KW - Contractors KW - Data communications KW - Design KW - Global Positioning System KW - Indiana Department of Transportation KW - Technology assessment KW - Three dimensional machine control (3D-MC) KW - Three dimensional modeling KW - Transportation departments UR - http://dx.doi.org/10.5703/1288284314324 UR - https://trid.trb.org/view/1218795 ER - TY - RPRT AN - 01454443 AU - Frosch, Robert J AU - Kreger, Michael E AU - Talbott, Aaron M AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Earthquake Resistance of Integral Abutment Bridges PY - 2009/05//Final Report AB - Integral abutment construction has become a popular alternative to conventional bridge construction for short and intermediate length bridges. Integral abutment construction eliminates joints and bearings which reduce long-term maintenance costs. However, in the absence of joints and bearings, the bridge abutments and foundations must be able to accommodate lateral movements from thermal expansion and contraction of the superstructure and from seismic events. Previous research has focused on the response to thermal expansion and contraction. The current research examines the response of integral abutment bridges to seismic loading. A field investigation was conducted to examine the response of an integral abutment to lateral loading from thermal expansion and contraction. The results were used to calibrate analytical bridge models used to estimate displacements of the abutment during design seismic events. A laboratory investigation was conducted to estimate the lateral displacement capacity of the abutment based on the performance of the abutment-pile connection. Results of the field, analytical, and laboratory investigations were used to evaluate allowable bridge lengths based on seismic performance. Finally, design recommendations are provided to enhance the seismic performance of integral abutment bridges. KW - Analytical models KW - Bridge design KW - Earthquake resistant design KW - Field tests KW - Jointless bridges KW - Laboratory tests KW - Lateral displacement KW - Seismic loading UR - http://dx.doi.org/10.5703/1288284313448 UR - https://trid.trb.org/view/1218773 ER - TY - RPRT AN - 01454356 AU - Kao, Shih-Chieh AU - Chang, Ting Pong AU - Sultana, Rebeka AU - Konopka, Thomas AU - Govindaraju, Rao S AU - Partridge, Barry AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - The I-70 Greenfield Rest Area Wetland Projects PY - 2009/05//Final Report SP - 156p AB - On-site treatment of wastewater at highway rest areas poses some unique and difficult challenges because of the rural locale, high variability in wastewater flow rate and strength, and lack of knowledgeable personnel on-site. As a potential alternative, a constructed subsurface wetland system was built at the Interstate-70 rest stop nearby Greenfield, Indiana, in 2003. This wetland system, mainly composed of three wetland cells, also includes draw-and-fill and recirculation mechanisms to increase oxygen transfer to the wastewater and improve the overall treatment performance. Special considerations for highway rest areas have been emphasized. A dynamic hydraulic model was developed to help characterize the flows in the system and estimate the hydraulic retention time. The size of the Greenfield wetland was found to be sufficient in providing pretreatment that could help avoid potential surcharge from the local treatment plant, but was inadequate for direct onsite discharge. Though the draw-and-fill and recirculation mechanisms provided some treatment benefits, they raised the construction costs and maintenance needs. Constructed wetlands have been described as low-maintenance systems compared to other conventional wastewater treatment approaches, but proper maintenance of the wetland facilities was found to be a key factor in achieving good performance. Since wetland systems in highway rest areas have not been studied, this study provided useful information for possible future implementation of such systems. KW - Constructed wetlands KW - Hydraulic models KW - Indiana KW - Interstate 70 KW - Roadside rest areas KW - Sewage treatment KW - Wetlands UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2644&context=jtrp UR - http://dx.doi.org/10.5703/1288284314296 UR - https://trid.trb.org/view/1218762 ER - TY - RPRT AN - 01375835 AU - Little, Sheri AU - Hartman, Gary AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Prismo Imprint PY - 2009/05//Final Report SP - 22p AB - The purpose of this research project is to evaluate the constructability and performance of Prismo Imprint synthetic overlays (manufacturer later changed to Ennis Paint, Inc.). Imprint is being evaluated as an alternative to brick pavers. This product can be installed in a few hours compared to days with brick pavers. Imprint is a hot applied wearing course comprising of a synthetic asphalt based compound, incorporating pigment, graded rubber granules and granite aggregate, reinforced with metal and glass fibers. The top layer of asphalt within the crosswalk area is milled. The molten imprint material is placed on the pavement and spread with a heated iron. Fine sand is spread over the recently laid asphalt, and then a metal mold is used to press the brick design. The Imprint can be installed quickly and easily. The product’s performance depends on the condition of the underlying pavement. The Imprint crosswalk is exhibiting some reflective cracking, but the pavement prior to milling had extensive alligator cracking with rutting. The road condition of the Imprint crosswalk is improved compared to the pavement leading up to the crosswalk. KW - Asphalt based materials KW - Constructability KW - Crosswalks KW - Evaluation KW - Imprint KW - Performance measurement KW - Synthetics KW - Wearing course (Pavements) UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/New%20Products%20&%20Innovations/Prismo%20Imprint,%20Evaluation%20of%202006-051.pdf UR - https://trid.trb.org/view/1142267 ER - TY - RPRT AN - 01362975 AU - Wood, Jeffrey S AU - Zimmerman, Mariia AU - Poticha, Shelley AU - Reconnecting America AU - Federal Transit Administration TI - Destinations Matter: Building Transit Success PY - 2009/05 SP - 39p AB - Accurate estimates of ridership and potential economic benefits are an important element in effective planning. Predictive models are used to estimate ridership and it is essential that the models take into account factors that increase or decrease ridership. This paper examines the performance of eight recent transit projects and analyzes why ridership differs from the model's predictions. An important consideration is the linking of regional destinations along transportation corridors which appears to be critical to achieving predicted ridership and economic benefits. KW - Activity centers KW - Cost effectiveness KW - Employment KW - Forecasting KW - New Starts Program KW - Public transit KW - Rail transit KW - Ridership KW - Transportation corridors KW - Travel demand UR - http://www.reconnectingamerica.org/assets/Uploads/ctodwp_destinations_matter.pdf UR - https://trid.trb.org/view/1126660 ER - TY - RPRT AN - 01343477 AU - King, William AU - Kabir, Md Sharear AU - Mohammad, Louay N AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Implementation of Testing Equipment for Asphalt Materials PY - 2009/05//Final Report SP - 69p AB - Three new automated methods for related asphalt testing were evaluated under this study in an effort to save time and reduce variability in testing. The Therymolyne SSDetect, Instrotek CoreLok and Instrotek CoreDry devices were evaluated throughout the state in nine district laboratories plus the Louisiana Transportation Research Center (LTRC) asphalt laboratory. The test methods for each of these devices were evaluated against the standard methods described in AASHTO T 84 and AASHTO T 166 (DOTD TR 304-03). Each laboratory used the SSDetect device to evaluate the Gsb (fine aggregate specific gravity) and absorption properties of fine aggregates. The CoreLok device was used to evaluate the bulk specific gravity (Gmb) of Superpave gyratory compacted (SGC) asphalt mixtures. The CoreDry device was used to evaluate the dry weights of SGC and roadway core samples of asphalt mixtures. Each of these devices is designed to reduce testing time considerably and to reduce operator error by automating the testing process. Results indicate that the SSDetect device shows better consistency in measuring the Gsb (dry) of the #11 limestone when compared to the conventional method, AASHTO T 84. The SSDetect method also shows better repeatability and reproducibility results than conventional methods for testing fine aggregates. Both AASHTO T 166 and CoreLok test methods are capable of measuring Gmb values for wearing course mixtures. The CoreLok device is more critical for determining voids in open graded mixtures because the conventional procedure to measure the saturated surface dry (SSD) weight is not applicable to open graded mixtures. The CoreLok procedure for computing the Gmb of asphalt mixtures is highly repeatable and reproducible. The CoreLok and CoreDry devices showed no significant difference of Gmb values of field cores compared to the conventional method of testing. The CoreDry method is a direct correlation to the conventional method. A cost analysis estimated a total annual savings to the Louisiana Department of Transportation and Development (LADOTD) of approximately $95,000.00. It is recommended that each of these devices be made available to each district for use to provide accurate and timely testing results for satisfying the quality assurance of asphalt materials and mixtures. KW - AASHTO T 166 KW - AASHTO T 84 KW - Air voids KW - Asphalt mixtures KW - Automation KW - Cost effectiveness KW - Fine aggregates KW - Instrotek Corelok System KW - Laboratory tests KW - Open graded aggregates KW - Quality assurance KW - Repeatability KW - Reproducibility KW - Specific gravity KW - SSDetect KW - Test procedures KW - Testing equipment UR - http://www.ltrc.lsu.edu/pdf/2011/fr_458.pdf UR - https://trid.trb.org/view/1105448 ER - TY - RPRT AN - 01328165 AU - Sherry, Patrick AU - University of Denver AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - The Health and Safety Effects of Accidents on Intermodal Transportation Workers: A Study of Psychological Health Concerns and Depression of Operating Employees Involved in Critical Incidents PY - 2009/05 SP - 42p AB - Surveys of 1420 intermodal transportation workers operating railroad equipment including mechanical and train yard and engine crafts from seven different locations throughout the western and eastern United States with various measures designed to assess their attitudes towards work and their general psychological mood were conducted over a three year period. An average response rate of 81.3% was obtained from the surveys. For persons who were asked if they had been involved in a “traumatic event at work” or “near miss” or if there was “another person inured as a result of a work related incident” then a significant correlation was obtained (r =. 204, p <.002, N=238), (r = .205, p < .001, N=275) and (r = .159 , p <.009, N=271) respectively. Number of fatalities, proximity of persons killed, or working as a train operator were also significant. Results indicate that railroad workers in general reported levels of depression higher than would be expected in the general population. In the present study 11.9% of respondents reported moderate or greater levels of depression as measured by the Beck Depression Inventory which is larger than the 7.06% 12-month prevalence rate reported by Compton (2006) and 6.7% rate reported for the prevalence of Major Depressive Disorder (MDD) obtained by Kessler et. al. (2005) in the NCS Replication study of depression in the general population. Point prevalence, or current prevalence, has been estimated to be 5% to 9% for women and 2% to 3% for men. Using the BDI cutoff score of (18) recommended by Steer Brown, Beck and Sanderson (2001) as a conservative indicator, the present sample was found to have 16.7% of respondents meeting the criteria suggestive of major depressive episode. Thus, this rate is 2.49 times higher than what was found by Kessler in the NCS-R. A very small percentage of respondents (less than 1%) reported self-injurious thoughts. The predominantly male sample (97.3%) as a whole had an average age of 43.5 and a mode of 52. However, depression was significantly correlated with younger ages. Depression was also associated with involvement in critical incidents at work and being injured or observing others being injured at work. In addition, significant correlations between depression and decreased concentration, tiredness, sleepiness and lower perceived levels of working safely were also obtained. Limitations of the study include use of self-report measures with an occupationally functioning sample, small sample size, and lack of structured interview corroboration of presence of depressive symptomology. Implications of the results are the possibility that depression may be under diagnosed in male populations and may also have a negative impact on safety and work performance. Recommendations discussed include the need for the development of better screening procedures, increased employee and organizational awareness of signs, need for the development of training programs for supervisory personnel for the identification of signs, symptoms and risks associated with depression in the workplace. KW - Attention KW - Concentration KW - Critical incidents KW - Depression (Mental condition) KW - Fatigue (Physiological condition) KW - Intermodal transportation KW - Operators (Persons) KW - Personnel KW - Safety KW - Transportation accidents UR - http://ncit.msstate.edu/publications/publications_01.html UR - https://trid.trb.org/view/1089314 ER - TY - RPRT AN - 01325167 AU - Redington, Mike AU - Rutyna, Eve AU - Grace, Nathan AU - Shanahan, Felicity AU - Volpe National Transportation Systems Center AU - Federal Transit Administration AU - Research and Innovative Technology Administration TI - Drug and Alcohol Testing Results 2007 Annual Report PY - 2009/05//Final Report SP - 96p AB - This is the 13th annual report of the results of the Federal Transit Administration’s (FTA) Drug and Alcohol Testing Program. This report summarizes the reporting requirements for calendar year 2007, the requirements of the overall drug and alcohol testing program (49 CFR Part 40 and 49 CFR Part 655), the results from the data reported for 2007, and the random drug and alcohol violation rates (the percentage of persons selected for a random test who produced a positive specimen or refused to take the test) for calendar years 1995 through 2007. This report provides a brief overview of the drug and alcohol testing requirements for both safety-sensitive employers and employees. The official random rates for 2007 are provided, as well as the official random rate trends over the last 13 years. The results of alcohol and drug tests are provided by test type, employee category, and region. The positive testing rates for drugs and alcohol are also provided for each test type, employee category, and region. KW - Alcohol tests KW - Data collection KW - Drug tests KW - Highway safety KW - Moving violations KW - Random testing KW - Traffic safety KW - Traffic violations UR - http://ntl.bts.gov/lib/35000/35000/35040/DOT-VNTSC-FTA-09-01.pdf UR - https://trid.trb.org/view/1086077 ER - TY - RPRT AN - 01207452 AU - Maher, Ali AU - Stein, Boris AU - Center for Advanced Infrastructure and Transportation AU - Twining Laboratories AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing Work for NJDOT in the Area of Concrete Pavements and Transportation Structures PY - 2009/05//Final Report SP - 8p AB - The objectives of this report are: analyze scope of work currently performed by the Bureau of Materials, and understand , based on facts available, current mission of the Bureau of Materials; to understand past and current tasks performed by the Center for Advanced Infrastructure and Transportation (CAIT )for the New Jersey Department of Transportation (NJDOT) and to establish future needs in the area of rigid pavements and structural concrete; to develop in collaboration with CAIT a vision proposal for future work with NJDOT, encompassing experience of both organizations, CAIT and Twining Laboratories, in: concrete and concrete materials testing and evaluation for quality control and quality assurance purposes, methods and equipment for non-destructive testing and monitoring pavements and structures, developing and implementing innovative concrete mixtures for building transportation infrastructure, and developing and implementing accelerated construction methods and to develop in collaboration with CAIT a work plan for integrating into various technical activities of NJDOT in the area of rigid pavements and structural concrete. KW - Admixtures KW - Concrete pavements KW - Materials tests KW - New Jersey KW - Nondestructive tests KW - Quality control KW - Rigid pavements KW - Structural concrete UR - http://ntl.bts.gov/lib/33000/33500/33578/TWIN-RU4474_0.pdf UR - https://trid.trb.org/view/968425 ER - TY - RPRT AN - 01164848 AU - Maher, Ali AU - Stein, Boris AU - Center for Advanced Infrastructure and Transportation AU - Twining Laboratories AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Developing Area of Concrete Pavements and Transportation Structures PY - 2009/05//Final Report SP - 8p AB - The objectives are: 1) to analyze the scope of work currently performed by the Bureau of Materials, New Jersey Department of Transportation (NJDOT); 2) to understand, based on facts available, current mission of the Bureau of Materials; 3) to understand past and current tasks performed by the Center for Advanced Infrastructure and Transportation (CAIT), Rutgers University for NJDOT and to establish future needs in the area of rigid pavements and structural concrete; 4) to develop in collaboration with CAIT a vision proposal for future work with NJDOT, encompassing experience of both organizations, CAIT and Twining Laboratories, in: concrete and concrete materials testing and evaluation for quality control and quality assurance purposes, methods and equipment for non-destructive testing and monitoring of pavements and structures, developing and implementing innovative concrete mixtures for building transportation infrastructure, and developing and implementing accelerated construction methods; and 5) to develop in collaboration with CAIT a work plan for integrating into various technical activities of NJDOT in the area of rigid pavements and structural concrete. KW - Accelerated construction KW - Center for Advanced Infrastructure and Transportation, Rutgers University KW - Concrete KW - Concrete bridges KW - Concrete pavements KW - Concrete tests KW - Mix design KW - New Jersey Department of Transportation KW - Nondestructive tests KW - Quality assurance KW - Quality control KW - Rigid pavements UR - http://cait.rutgers.edu/files/TWIN-RU4474_0.pdf UR - https://trid.trb.org/view/925807 ER - TY - RPRT AN - 01164276 AU - He, Brian AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Thermal Processing of Low-Grade Glycerol to Alcohols for Biodiesel Production PY - 2009/05//Final Report SP - 20p AB - Crude glycerol is proposed to be converted thermochemically to methanol, ethanol and/or propanols. Such alcohols, or mix of these alcohols, can be re-used in the production of biodiesel to enhance its value. Among the thermochemical conversion processes, liquefaction is preferred since it favors converting organic compounds to liquid products, thus employed in this project. The activities planned for Year 1 were successfully conducted as scheduled, and the initial findings showed promising results. A high temperature, high pressure reactor system (consisting of a 300-mL bench-top reactor) was designed and developed. An enclosed chamber with ventilation and CO alarms was constructed to host the reactor system. Preliminary testing was conducted that helped refine the procedures and control mechanism. Analytical methods for measuring the feedstock and product mixtures were established using GC and HPLC. Based on literature research and analysis to the system, the major process parameters, (i.e. reaction temperature, type and initial pressure of the reducing agents, and time of reaction) were identified and evaluated preliminarily through experiments of batch and fed-batch. Preliminary results showed that temperature and time of reaction significantly affect the conversion of glycerol. The results provided insights on how to continue in Year 2. Further studies will focus on collecting data and evaluating the effects of all process parameters thoroughly. Analytically, further research is still needed to find an alternative solvent for effectively measuring mixtures of methanol, ethanol, propanol and glycerol. KW - Alternate fuels KW - Biodiesel fuels KW - Fuel processing KW - Production methods KW - Thermochemistry UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK750_N09-06.pdf UR - https://trid.trb.org/view/921436 ER - TY - RPRT AN - 01162858 AU - Abu-Farsakh, Murad Y AU - Yoon, Sungmin AU - Tsai, Ching AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Calibration of Resistance Factors Needed in the LRFD Design of Driven Piles PY - 2009/05//Final Report SP - 120p AB - This research project presents the calibration of resistance factors for the Load and Resistance Factor Design (LRFD) method of driven piles driven into Louisiana soils based on reliability theory. Fifty-three square Precast-Prestressed-Concrete (PPC) piles that were tested to failure were included in this investigation. The predictions of pile resistances were based on static analysis (Nordlund method for sand), three direct CPT methods [Schmertmann method, De Ruiter and Beringen method, and Bustamante and Gianeselli (LCPC) method], and the average of the three CPT methods. Also, dynamic measurements with signal matching analysis of pile resistances using the Case Pile Wave Analysis Program (CAPWAP), which is based on the measured force and velocity signals obtained near the pile top during driving, were calibrated. The Davisson and modified Davisson interpretation methods were used to determine measured ultimate load carrying resistances from pile load tests. The predicted ultimate pile resistances obtained using the different prediction methods were compared with measured resistances determined from pile load tests. Statistical analyses were carried out to evaluate the capability of the prediction design methods to estimate measured ultimate pile resistance of driven piles. The results showed that the static method over-predicts pile resistance, while the dynamic measurement with signal matching analysis [CAPWAP-EOD (end of drive) and 14 days BOR (beginning of restrike)] under-predicts pile resistance. Among the three direct CPT methods, the De Ruiter and Beringen method was the most consistent prediction method with the lowest COV. Reliability based analyses using the First Order Second Moment (FOSM) method, the First Order Reliability Method (FORM), and the Monte Carlo (MC) simulation method were also conducted to calibrate the resistance factors for the investigated pile design methods. The resistance factors with the target reliability of 2.33 for the different design methods were determined and compared with American Association of State Highway and Transportation Officials (AASHTO) recommendation values. In addition, the evaluation of different design methods was performed. KW - Bridge design KW - Calibration KW - Driven piles KW - Load and resistance factor design KW - Static loads UR - http://www.ltrc.lsu.edu/pdf/2010/fr_449.pdf UR - https://trid.trb.org/view/921213 ER - TY - RPRT AN - 01162603 AU - Andrews, S AU - Cops, M AU - VII Consortium AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof of Concept Results and Findings Summary - Vehicle PY - 2009/05//Final Report SP - 91p AB - This document describes the objectives and the approach to the testing of the vehicle infrastructure integration (VII) Proof of Concept system. A summary of the test results and findings for both the major system functions and the applications designed for the system, are presented along with recommendations for system improvements. KW - Dedicated short range communications KW - Infrastructure KW - IntelliDrive (Program) KW - Intelligent transportation systems KW - Transportation systems KW - Vehicle infrastructure integration KW - Wireless communication systems UR - http://ntl.bts.gov/lib/31000/31100/31135/14477.htm UR - http://ntl.bts.gov/lib/31000/31100/31135/14477_files/14477.pdf UR - https://trid.trb.org/view/920657 ER - TY - RPRT AN - 01162050 AU - Federal Highway Administration TI - NC 119 Relocation, I-85/40 to south of SR-1918 (Mrs. White Lane), Mebane, Alamance counties : environmental impact statement PY - 2009/05//Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - North Carolina UR - https://trid.trb.org/view/923034 ER - TY - RPRT AN - 01160577 AU - Glitman, Karen AU - Aultman-Hall, Lisa AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Results of the Vermont Rural Transportation Funding Summit PY - 2009/05 SP - 30p AB - On December 8, 2008, the University of Vermont Transportation Research Center (UVM TRC) convened an invitation-only Transportation Reauthorization Summit at the Davis Center in Burlington, Vermont. State public agency leaders and elected officials involved in managing transportation systems in rural states were invited to engage in this Summit. Attendees were presented with panel discussions, presentations, and interactive electronic polling throughout the day. This report contains a summary of the salient points made during the day and the outline of an Action Plan for Vermont and rural states as they research and design the future transportation system. KW - Action plans KW - Conferences KW - Rural areas KW - Transportation planning KW - Transportation reauthorization legislation KW - Vermont UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-09-002.pdf UR - https://trid.trb.org/view/921445 ER - TY - RPRT AN - 01160008 AU - Taylor, Gabriel AU - Moses, Lynn AU - Lowell, Steve AU - Allen, Tony AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Geologic Assessment of Potential Aggregate Source Areas in Pend Oreille County, Washington PY - 2009/05//Final Report SP - 46p AB - The Pend Oreille County geologic assessment of potential aggregate source investigation was conducted in order to provide engineering geology assistance to the Region in identifying marginal aggregate material and potential new sources of high quality aggregate material in Pend Oreille County. This report provides a summary of methods employed during our investigation and identifies geologic units and specific sites that have the potential to provide high quality aggregate for the Region. KW - Aggregates KW - Aggregates by source KW - Engineering geology KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/734.1.pdf UR - https://trid.trb.org/view/920506 ER - TY - RPRT AN - 01153271 AU - Rose, Jerry G AU - Guenther, Timothy E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Vehicle Tire-Pavement Interfacial Surface Pressure Measurements and Assessments PY - 2009/05//Final Report SP - 54p AB - This report examines a method of using Piezoelectric Pressure-Sensitive Ink (Tekscan) Pressure Measurement System to evaluate vehicle tire pressures that are exerted on the surface of pavements. Upgrades to the Tekscan system facilitated refinements from previous research and allows for procedures to be modified in order to account for these improvements. Among the most significant advances is the ability to select various sensitivities within the software program. In addition to the methodology of evaluating calibration practices, sensitivity and sensor selection, it was important to determine how accurately the pressures and wheel loads can be computed from pavement tests. Also examined are the effects of variations of the measured tire inflation pressures on the measured contact areas. The Tekscan system is recognized as being applicable for measuring pressures in a variety of settings and conditions. This pavement research testing program adds to the knowledge base. The findings will ultimately lead to an enhanced understanding of how a pavement structure functions at the surface. This will aid in improving pavement design procedures. KW - Instruments for measuring loads or pressure KW - Pavement design KW - Pavements KW - Rolling contact KW - Surface pressure KW - Tire pressure UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_08_FR_136_04_5F.pdf UR - https://trid.trb.org/view/914865 ER - TY - RPRT AN - 01153269 AU - Rose, Jerry G AU - Swiderski, Mary G AU - Anderson, Justin S AU - Walker, Lindsay A AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Long-Term Settlement Measurements and Assessments PY - 2009/05//Final Report SP - 111p AB - The purpose of this research was to evaluate the long-term settlements for a wide variety of at-grade crossings. Twenty-four highway crossings were monitored to determine the effects of enhanced support on minimizing long-term settlements of the crossing surfaces. Settlements of the rail and highway approaches to the crossing areas were compared to settlements of the common crossing areas over an average service period of three years. Long-term settlements of crossings with traditional all-granular support materials were compared to crossings with enhanced support. The enhanced support was provided by substituting a layer of asphalt (termed underlayment) for the all-granular subballast layer. The trackbed crossings underlain with asphalt settled 41% of the amount for the all-granular supported trackbed crossings. In addition, the crossing areas underlain with asphalt settled 44% of the abutting all-granular supported track approaches. The statistical t-test validated the significance of the differential findings. Settlements of the all-granular track approaches to the crossings were statistically similar to each other and to the settlements of the all-granular crossing areas. KW - Asphalt KW - Granular materials KW - Railroad grade crossings KW - Railroad track beds KW - Settlement (Structures) KW - Subballast UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_06_FR_136_04_3F.pdf UR - https://trid.trb.org/view/914864 ER - TY - RPRT AN - 01153267 AU - Rose, Jerry G AU - Witt, Thomas W AU - Renfro, Aaron F AU - Ridgeway, Nathan E AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Rideability Measurements and Assessments PY - 2009/05//Final Report SP - 64p AB - This report provides two analyses for obtaining a quantitative means of rating the condition of railroad‐highway at‐grade crossings based on their measured roughness. Phase One of this report examined 11 crossings in the Lexington area by use of a laser based inertial profiler from the Kentucky Transportation Cabinet (KYTC) and a Face Rolling Dipstick. Phase Two was a continuation of Phase One with 26 crossings examined using inertial profilers from both the KYTC and the National Center of Asphalt Technology. Objective ratings based on rideability were obtained and wheelpath profiles were measured for each crossing. Several roughness indexes were computed from the measured profiles. A correlation between these indexes and subjective rideability ratings were examined in each study. Analysis of the data showed a tendency of objective ratings to decrease as roughness increases. This study found that highway inertial profilers are not an appropriate tool for determining roughness over short distances such as railroad crossings due to their application for testing of longer distances. It is anticipated that this report will be referenced for future research on this topic. KW - Correlation analysis KW - Dipstick KW - Field studies KW - Laser road profilers KW - Lexington (Kentucky) KW - Railroad grade crossings KW - Ride quality KW - Roughness UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_07_FR_136_04_4F.pdf UR - https://trid.trb.org/view/914866 ER - TY - RPRT AN - 01153266 AU - Rose, Jerry G AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossing Structures: Optimum Design/Installation Practices and Management Program - An Overview PY - 2009/05//Final Report SP - 130p AB - Replacing and rehabilitating highway-railway at-grade crossings represent major track maintenance expenses for the U.S. highway governmental agencies and railroad industry. The ideal crossing system is one that will maintain a smooth surface and stable highway/trackbed for a long period of time minimizing costly and inconvenient disruptions to highway and rail traffic. This report describes the consensus goals for, and the development of, a cooperative, fast-track crossing renewal system for an ideal highway-railway crossing management program. The performance-based process utilizes premium structural materials and construction techniques to provide long-term, cost effective, smooth, and safe crossings. Specifically stressed is the desirability of using a high-modulus, waterproofing, structural layer composed of hot-mix asphalt. Detailed descriptions are provided for several representative projects. These include typical installation processes, installation time studies, photographic documentation, and cost/economic evaluations. References are provided for Performance Measures that are documented in succeeding reports emanating from this project. These include 1) Trackbed and Surface Pressure Measurements, 2) Long-Term Settlement Measurements, 3) Rideability Measurements, and 4) Interfacial Surface Pressure Measurements. KW - Design KW - Hot mix asphalt KW - Installation KW - Management KW - Railroad grade crossings KW - Rehabilitation (Maintenance) UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_04_FR_136_04_1F.pdf UR - https://trid.trb.org/view/914860 ER - TY - RPRT AN - 01153265 AU - Rose, Jerry G AU - Durrett, Daniel M AU - Walker, Lindsay A AU - Stith, Jason C AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway-Railway At-Grade Crossings: Trackbed and Surface Pressure Measurements and Assessments PY - 2009/05//Final Report SP - 63p AB - Techniques are described for installing instrumentation within highway/railway crossings – to measure vertical pressures under moving highway and railway loadings – using earth pressure cells. Also, techniques are described for installing instrumentation between rail base/tie plate interfaces – to measure vertical pressures under moving railway loadings – using pressure sensitive ink sensors. In addition, the sensors were used to measure the surface pressures imparted by highway vehicles on crossing surfaces. Data are presented for several crossings including a wide variety of conditions and loading intensities. The data serve to quantify pressure gradients within highway/railway crossings for application to structural design analyses. KW - Installation KW - Instruments for measuring loads or pressure KW - Load cells KW - Railroad grade crossings KW - Structural design UR - http://www.ktc.uky.edu/files/2012/06/KTC_09_05_FR_136_04_2F.pdf UR - https://trid.trb.org/view/914862 ER - TY - RPRT AN - 01148567 AU - Kandarpa, Ram AU - Chenzaie, Mujib AU - Anderson, Justin AU - Marousek, Jim AU - Weil, Tim AU - Perry, Frank AU - Schworer, Ian AU - Beal, Joe AU - Anderson, Chris AU - Booz Allen Hamilton AU - Research and Innovative Technology Administration TI - Vehicle Infrastructure Integration Proof‐of‐Concept Results and Findings – Infrastructure PY - 2009/05//Final Report SP - 207p AB - In 2005, the US Department of Transportation (DOT) initiated a program to develop and test a 5.9GHz‐based Vehicle Infrastructure Integration (VII) proof of concept (POC). The POC was implemented in the northwest suburbs of Detroit, Michigan. This report outlines the purpose and procedures for various tests, identifies the test articles, and documents the results of that testing. It also discusses the implications of those test results relative to the overall viability of the VII concept and identifies recommendations for future work, including whether and how designs and standards need modification. This volume is intended for engineering managers and practicing engineers interested in the design and development of VII systems and applications KW - Dedicated short range communications KW - Detroit (Michigan) KW - Infrastructure KW - Proof of concept KW - Test procedures KW - Testing KW - Vehicle infrastructure integration UR - http://ntl.bts.gov/lib/31000/31300/31334/14488.htm UR - http://ntl.bts.gov/lib/31000/31300/31334/14488.pdf UR - https://trid.trb.org/view/908233 ER - TY - RPRT AN - 01146796 AU - Solaimanian, Mansour AU - Stoffels, Shelley M AU - Yin, Hao AU - Bae, Abraham AU - Sadasivam, Suri AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume III: Field Data Collection and Summary PY - 2009/05//Final Report SP - 313p AB - Phase II of the PennDOT-sponsored project Superpave In-Situ Stress/Strain Investigation (SISSI) was initiated in June 2006 and completed in November 2008. This phase of the project was focused on extensive analysis of the collected data during Phase I and implementation of results from Phase I. Field-focused efforts during Phase II consisted of collection of pavement condition data, dynamic data, falling weight deflectometer data, traffic data, in-situ modulus data, and environmental data. All SISSI sites appeared to be in good shape except for the two overlaid pavement sections at the Warren and Delaware sites. At these two sites, a significant number of the longitudinal cracks at the lane-lane and lane-shoulder joints were probably due to poor construction. Transverse cracks on the pavement surface may be induced by underlying concrete slabs. Durability of Superpave mixes was of concern at two of these sites, Warren and Mercer. The project's last pavement condition survey at the Warren site indicated no cracking of the pavement mat at the site even though minor to moderate raveling and loss of fine was evident at the vicinity of the longitudinal joint. The minor to moderate raveling observed at the Mercer site is probably an indication of insufficient binder content for the mix used at this site. In general, some Superpave mixes have demonstrated that they are highly resistant to rutting, and this excellent rut resistance has come at the cost of lower durability in some cases. In general, the field-measured rutting, after 5 to 8 years of service, ranged from 2.5 to 8.5 millimeters, indicating excellent rut resistance of SISSI mixtures at all of the sites. Dynamic data collected during Phase II indicated significantly larger strain levels induced in the pavement during warmer times and lower speeds compared to colder seasons and higher speeds. Backcalculated moduli of asphalt concrete from FWD measurements were compared with the laboratory-obtained elastic moduli. The comparisons indicated that the backcalculated moduli were always higher than the laboratory determined values. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Asphalt concrete KW - Data collection KW - Deformation curve KW - Durability KW - Environment KW - Falling weight deflectometers KW - Field studies KW - Pavement condition rating KW - Pavement design KW - Pennsylvania KW - Rutting KW - Superpave KW - Traffic data UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906418 ER - TY - RPRT AN - 01146793 AU - Stoffels, Shelley M AU - Solaimanian, Mansour AU - Yin, Hao AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume IV: Mechanistic Analysis and Implementation PY - 2009/05//Final Report SP - 123p AB - The SISSI data were utilized in the Mechanistic-Empirical Pavement Design Guide (MEPDG), and the predicted condition parameters were compared to those measured in the field. Overall, it was found that the MEPDG only made somewhat reasonable predictions for rutting. It is therefore essential to perform local calibration. The SISSI data provide a valuable source of both response and performance data for that purpose. In order to further understand the sources of differences between measured and predicted performance, it is important to evaluate the differences in mechanistic responses. Therefore, independent mechanistic analysis was conducted in order to compare the responses from finite element analysis to those measured from the instrumentation in the field. In order to correct the finite element responses to correspond to field conditions under a variety of environmental and loading conditions, a site-specific procedure was developed to extrapolate the results. Finite element analysis was also utilized to model loading with the falling weight deflectometer. A comparison of the responses from embedded instrumentation devices during the FWD loading was also made. For surface deflections, the average prediction errors were 9 and 12 percent when using backcalculated and laboratory AC moduli, respectively. For the strain and stress responses, the predicted responses consistently exceeded the measured responses, with a prediction error of 30 to 50%. Finally, parametric studies were conducted to examine possible sources of error in the SISSI experiment. The variation of loading pulse with depth was examined and correction procedures were utilized. An additional concern was that the strain gages themselves might alter the pavement structure and affect the overall response. Therefore, detailed finite element analysis was performed to examine the potential magnitude of the strain gage effects. It was found that the strain gages might result in an error of up to about 80% depending upon other conditions. As the Pennsylvania Department of Transportation moves to adopt and implement the MEPDG, these analyses provide a basis for utilizing the SISSI data in its understanding and calibration. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Deformation curve KW - Falling weight deflectometers KW - Field studies KW - Finite element method KW - Instrumentation KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance KW - Pennsylvania KW - Rutting KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906455 ER - TY - RPRT AN - 01146784 AU - Solaimanian, Mansour AU - Premkumar, Laxmikanth AU - Yin, Hao AU - Chehab, Ghassan AU - Stoffels, Shelley M AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume II: Materials Characterization PY - 2009/05//Final Report SP - 151p AB - The characterization of materials is an integral part of the overall effort to validate the Superpave system and to calibrate the performance prediction models for the environmental conditions observed in the Commonwealth of Pennsylvania. Material properties are among the most important input parameters to the models of the Mechanistic Empirical Pavement Design Guide for flexible pavements. An extensive laboratory testing program was followed during Phases I and II of the Superpave In-Situ Stress Strain Investigation (SISSI) project to determine binder properties, mix volumetric properties, and mix engineering properties. Testing of SISSI binders during Phase II with the bending beam rheometer at various temperatures and loading times showed that the equivalence principle of testing at low temperature is not satisfied. The indirect tensile creep and strength tests on wearing layers of SISSI provided a ranking of these mixtures based on their low temperature material properties. Fracture analysis of SISSI mixtures indicated that the maximum tensile stress is independent of the type of asphalt concrete mixtures. Considerable deviations were observed between the calculated fracture energy from linear elastic and linear viscoelastic solutions. Results of repeated shear testing at maximum pavement temperature indicate performance of SISSI mixtures to be in the range of good to excellent since no excessive permanent deformation was observed from these laboratory tests. The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. KW - Asphalt concrete KW - Binders KW - Deformation curve KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Properties of materials KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906409 ER - TY - RPRT AN - 01146763 AU - Adams, Teresa AU - Bittner, Jason AU - Cook, Stacy M AU - Midwest Regional University Transportation Center AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Develop an Asset Management Tool for Collecting and Tracking Commitments on Selected Environmental Mitigation Features PY - 2009/05//Final Report SP - 107p AB - Wisconsin has constructed many environmental mitigation projects in conjunction with transportation projects that have been implemented according to the National Environmental Policy Act. Other mitigation projects have been constructed pursuant to discussions and negotiations with Wisconsin DNR. These projects offset or replace a certain environmental function(s) lost as a result of construction of the transportation project. Examples include storm water management facilities, wetland replacement projects, stream restoration projects, reforestation projects, construction of sound walls, replacement of parklands and wildlife crossing structures. In order for the environmental mitigation projects to continue to provide long term functionality intended when they were first constructed, they must be properly maintained, and when necessary, rehabilitated or reconstructed. These environmental mitigation projects may be considered as assets similar to other transportation features. Wisconsin Department of Transportation (WisDOT) has identified the need for better understanding the costs of selected features in the overall scheme of project development and ongoing maintenance. KW - Asset management KW - Compensatory wetland mitigation KW - Environmental mitigation KW - Environmental protection KW - Inventory control KW - Mitigation (Storm water) KW - Mitigation measures (Ecology) UR - http://minds.wisconsin.edu/bitstream/handle/1793/55632/01-07_FR.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-25assetmgmtenvmitigation-f.pdf UR - https://trid.trb.org/view/906615 ER - TY - RPRT AN - 01146761 AU - Solaimanian, Mansour AU - Yin, Hao AU - Stoffels, Shelley M AU - Premkumar, Laxmikanth AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Superpave In-Situ Stress/Strain Investigation, Phase II Volume I: Summary Report PY - 2009/05//Final Report SP - 116p AB - To address Superpave design concerns the Pennsylvania Department of Transportation (PennDOT) sponsored a comprehensive 5-year project called Superpave In-Situ Stress/Strain Investigation (SISSI). Phase I ran from May 2001 - May 2006. The second phase was completed on November 30, 2008. This project was a unique, state-of-the-art instrumentation, validation and analysis project that encompassed eight different pavement sections in the northern and southern parts of Pennsylvania. With the very extensive amount of data collected during Phase I of the project, it was decided that Phase II would focus on extensive analysis of the collected data and implementation of results from Phase I. The major goal of Phase II was to use the SISSI data with the AASHTO newly developed mechanistic design guide (MEPDG). The present report is one of four volumes, Volume I: Summary Report; Volume II: Materials Characterization; Volume III: Field Data Collection and Summary; Volume IV: Mechanistic Analysis and Implementation. This is the summary report for Phase II of the Superpave In-Situ Stress/Strain Investigation. KW - Deformation curve KW - Field studies KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pennsylvania KW - Superpave UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Extending%20Pavement%20Life/SISSI/Phase%20II/ UR - https://trid.trb.org/view/906402 ER - TY - RPRT AN - 01146340 AU - Krupa, Cathy AU - Kearney, Tom AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Truck Size and Weight Enforcement Technologies - State of the Practice PY - 2009/05//Final Report SP - 66p AB - This report is a deliverable of Task 2 of FHWA’s Truck Size and Weight Enforcement Technology Project. The primary project objective was to recommend strategies to encourage the deployment of roadside technologies to improve truck size and weight enforcement in the United States. The objective of Task 2 was to evaluate the state of the practice for using roadside technologies in enforcement activities. Task 2 was supported by an expanded data collection effort designed to capture the “best practices” of states with differing approaches to utilizing technologies. Emphasis was placed on weigh-in-motion (WIM) activities during State site visits and phone interviews. Information about other technologies used by states for enforcement, especially technologies used in association with WIM, also was captured. A list of participating states is included toward the end of the report. Summarized information about their usage of technologies is provided in template format at the end of the report. WIM applications for enforcement are described for the best practice states that participated in this project. These applications include high-speed WIM used in fixed weigh station operations; low-speed WIM used for sorting on weigh station ramps; and screening at WIM sites using any of a number of vehicle identification methods, including unaided visual identification, camera (digital imaging) systems, and automatic vehicle identification (AVI) such as license plate readers and USDOT number readers. Virtual weigh stations, which employ digital imaging that may be augmented with AVI capabilities, are featured in the report. KW - Automated enforcement KW - Size and weight regulations KW - Technology KW - Trucks KW - Vehicle size KW - Vehicle weight KW - Virtual weigh stations KW - Weigh in motion KW - Weigh stations UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09050/roadside_tech.pdf UR - https://trid.trb.org/view/905616 ER - TY - RPRT AN - 01143765 AU - Adams, Teresa M AU - Srivastava, Praveen AU - Wang, Bruce (Xiubin) AU - Ogard, Libby AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Low Cost Strategies to Increase Truck Parking in Wisconsin PY - 2009/05//Final Report SP - 65p AB - This report documents a study of truck parking issues along the major state highways in Wisconsin. The effort builds upon another project at the National Center for Freight and Infrastructure Research and Education (CFIRE) funded by the Mississippi Valley Freight Coalition to study the truck parking issues on Interstate highways in the ten-state AASHTO Mississippi Valley Region. This study also inventories both public and private parking facilities along a select number of state highways. A web geographic information system (GIS) tool was developed for continuous survey and public participation. The study surveyed highway patrol officers, public freight planners, and truckers to identify parking facilities incommensurate with truck parking needs. It proposes a method for ranking parking facilities identified as having the most need of additional truck parking capacity. Building on a review of previous studies and face-to-face interviews with carriers, the report contains a discussion of why existing parking facilities do not meet needs and describes a set of low cost strategies for addressing truckers' parking needs. KW - Commercial truck parking KW - Geographic information systems KW - Motor carriers KW - Needs assessment KW - Parking KW - Parking demand KW - Parking facilities KW - State highways KW - Strategic planning KW - Surveys KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/55591/01-04_CFIRE_Final.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/08-28increasetruckparking-f.pdf UR - https://trid.trb.org/view/904197 ER - TY - RPRT AN - 01142520 AU - Garcia, G A AU - Rummel, W AU - Gonzalez, F AU - Association of American Railroads AU - Federal Railroad Administration TI - Quantitative Nondestructive Testing of Railroad Tank Cars Using the Probability of Detection Evaluation Approach PY - 2009/05 SP - 100p AB - Through sponsorship by the Federal Railroad Administration (FRA) and in cooperation with tank car industry representatives, Transportation Technology Center, Incorporated (TTCI) has developed probability of detection (POD) curves for nondestructive testing (NDT) methods allowed under 49 CFR Sections 179 and 180 for use in structural integrity inspections. TTCI has also worked with FRA and industry representatives to establish baseline PODs for bubble leak and eddy current testing. As part of the same research program the Tank Requalification and Inspection Center, Tank Car Defect Library, and master gage development also continue to be developed. It is expected that through industry use of these resources, and implementation of quantified NDT processes and procedures, an increase in safety and reliability of tank car operations over revenue service track can be achieved. KW - Crack propagation KW - Crash investigation KW - Eddy currents KW - Hazardous materials KW - Nondestructive tests KW - Railroad safety KW - Railroad traffic KW - Tank cars UR - http://permanent.access.gpo.gov/gpo22795/ord0910.pdf UR - https://trid.trb.org/view/902883 ER - TY - RPRT AN - 01142467 AU - Chambers, P AU - Kimbel, D AU - Misiaszek, A AU - Technical Products Incorporated AU - Federal Railroad Administration TI - Emergency Escape Breathing Apparatus PY - 2009/05//Final Report SP - 77p AB - Through sponsorship by the Federal Railroad Administration and in cooperation with the railroad industry and railroad labor organizations. Technical Products, Inc. (TPI) has developed information and recommendations relative to the use of emergency escape breathing apparatus (EEBA) by train crews who may have exposure to hazardous materials and would pose an inhalation hazard in the event of unintentional use. The research included defining the scope of the triggering criteria the presence on trains of hazardous material that would pose an inhalation hazard in the event of unintentional release, the state of EEBA technology, the methods by which EEBAs might be provided to crews, the incidence rate of accidents with fatalities and serious injuries attributable to the inhalation of released hazardous material, and the economic issues involved with the provision of these devices to all train crew members. KW - Breathing apparatus KW - Data collection KW - Escape systems KW - Exposure (Pollutants) KW - Hazardous materials KW - Poisons KW - Toxicity KW - Train crews UR - http://www.fra.dot.gov/Elib/Document/1419 UR - https://trid.trb.org/view/902717 ER - TY - SER AN - 01142079 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Wang, Hao AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Pavement Damage Due to New Tire Designs PY - 2009/05 IS - 09-048 SP - 74p AB - The objective of this study is to evaluate pavement damage due to new tire designs using accelerated pavement testing (APT) and finite element (FE) modeling. Three tire configurations were investigated in this study, including the newly developed wide-base tire (455/55R22.5), an older generation of wide-base tire (425/65R22.5), and the conventional dual-tire configuration. Four full-depth flexible pavement sections with three various hot-mix-asphalt (HMA) thicknesses (6, 10 and 16.5 in. [152, 254, and 420 mm]) were exposed to APT. The measured tensile strains at the bottom of the HMA were compared under various tire loading conditions. A three-dimensional (3D) FE model was successfully developed to predict the pavement responses caused by various tire configurations and validated by field measurements. The developed 3D FE model incorporates the measured 3D tire-pavement contact stresses, HMA linear viscoelasticity, continuous moving load, and implicit dynamic analysis. Results of pavement damage analysis indicate that the wide-base 455 tire causes greater fatigue damage and subgrade rutting than the conventional dual-tire assembly does when carrying the same load. However, the relative damage ratios between various configurations at the same load decrease as the pavement thickness increases. On the other hand, the wide-base 455 tire causes less top-down cracking, “near-surface” cracking, and HMA rutting damage than the conventional dual-tire assembly does. Generally, the results show that using a wide-base 455 tire results in the least amount of pavement damage for an interstate road, slightly greater damage for a primary road, and more damage for a local road. KW - Contact stresses KW - Design KW - Dual tires KW - Pavement cracking KW - Pavement performance KW - Rolling contact KW - Rutting KW - Tires KW - Wide single tires UR - http://ntl.bts.gov/lib/31000/31000/31036/ICT-09-048.pdf UR - https://trid.trb.org/view/902151 ER - TY - SER AN - 01142071 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Buttlar, William Glen AU - Baek, Jongeun AU - Kim, Minkyum AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Cost-Effectiveness and Performance of Overlay Systems in Illinois - Volume 1: Effectiveness Assessment of HMA Overlay Interlayer Systems Used to Retard Reflective Cracking PY - 2009/05 IS - 09-044 SP - 195p AB - This project evaluated the ability of interlayer systems used in HMA overlays to retard reflective cracking. Field crack surveys and forensic investigation, including video imaging and ground penetrating radar surveys as well as laboratory testing of cored specimens, were conducted to examine the behavior of reflective cracking and reflective cracking control systems applied in Illinois. Crack extent and severity were recorded at 24 locations across Illinois. The performance evaluation focused on five types of interlayer systems: area- and strip-type non-woven fabric; two strip-type composite; and a fine, high polymer content HMA interlayer system. Two reflective cracking indices were developed to characterize the condition of HMA overlays regarding reflective cracking as well as transverse cracking. In addition, a performance benefit ratio parameter, PBR, was developed to assess the performance of treated pavements relative to control sections. The study provided a quantitative assessment for various types of reflective cracking interlayer systems. In addition, it provides a means to predict the performance of several interlayer systems under various vehicular and environmental loading conditions through a simple ESALs-TL chart. A companion report (volume 2) provides tools for the selection of appropriate reflective crack control treatments based upon traffic, climate, and life cycle costs using a user-friendly life cycle cost analysis program (CIND – Cost-effective INnterlayer system Decision program). KW - Bituminous overlays KW - Cost effectiveness KW - Crack control KW - Hot mix asphalt KW - Life cycle costing KW - Pavement cracking KW - Pavement performance KW - Reflection cracking KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/31000/31000/31032/ICT-09-044.pdf UR - https://trid.trb.org/view/902130 ER - TY - SER AN - 01142056 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Buttlar, William Glen AU - Baek, Jongeun AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Cost-Effectiveness and Performance of Overlay Systems in Illinois - Volume 2: Guidelines for Interlayer System Selection Decision When Used in HMA Overlays PY - 2009/05 IS - 09-045 SP - 91p AB - In an effort to control reflective cracking in hot-mix asphalt (HMA) overlays placed over Portland Cement Concrete (PCC) pavements, several reflective crack control (RCC) systems, including interlayer systems, have been used. However, the cost-effectiveness of interlayer systems is still in doubt due their performance and additional costs. In this project, a decision making procedure to aid in the selection of cost-effective interlayer systems was developed. As a core step in evaluating the benefit-cost ratio (B/C) of interlayer systems, a user-friendly life-cycle cost analysis (LCCA) program, CIND (Cost-effective INterlayer system Decision program) was developed. Based on sensitivity analysis, a B/C prediction model was proposed, which takes into account a performance benefit ratio (PBR) parameter, a material cost ratio (MCR), and a construction time ratio (CTR). Using the B/C model, a table was developed which allows the user to determine the most cost-effective interlayer system in a rehabilitation project for a given equivalent single-axle load (ESAL) level, representative low temperature (TL), and existing concrete pavement joint spacing (JS). Finally, a decision making tree was constructed to simplify the process of determining the most cost-effective and compatible interlayer system for a given project. Depending on project significance and/or information availability, pavement engineers can select from one of three newly developed B/C evaluation tools (in order of sophistication): application tables, B/C prediction model, and the CIND computer program. Using these tools, it was found that B/C increases as PBR increases or MCR and CTR decrease. In general, System D is cost-effective in a wide range of ESALs and TL values; especially in a cold region with lower traffic volume. The application range is reduced with the increase of JS, however. System E is relatively cost-effective only in warm regions having higher traffic volume. KW - Bituminous overlays KW - Cost effectiveness KW - Decision making KW - Hot mix asphalt KW - Interlayers (Pavements) KW - Life cycle costing KW - Pavement cracking KW - Pavement performance KW - Rehabilitation (Maintenance) UR - http://ntl.bts.gov/lib/31000/31000/31033/ICT-09-045.pdf UR - https://trid.trb.org/view/902132 ER - TY - SER AN - 01142041 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 2 - Effects of Illumination Conditions in the Performance of Video Detection Systems PY - 2009/05 IS - 09-046 SP - 59p AB - The evaluation of three Video Detection Systems (VDS) at an instrumented signalized intersection in Rantoul Illinois, at both stop bar and advance detection zones, was performed under a wide range of lighting and weather conditions. The evaluated VDS are: Autoscope, Iteris and Peek. This document describes the effects of different illumination conditions (dawn, sunny morning, cloudy noon, dusk, and night) on false, missed, stuck-on, and dropped calls (errors in detection). Results showed that the illumination conditions significantly affect the performance of VDS. The best performance was found during cloudy noon conditions, with false calls lower than 4% for four of the six detection zones, but for the other two zones false calls were up to 18% and up to 21%, missed calls lower than 1% at stop bar, and up to 2.8% at advance zones, stuck-on calls lower than 1%, and no dropped calls. During dawn, false calls increased for the three VDS (up to 23%), and missed calls increased by 18% only in one system in one specific zone. During a sunny morning, false calls increased in greater proportion in zones where vehicle shadows were more prominent (up to 21% at stop bar and up to 43% at advance zones). Results during the dusk condition followed trends similar to the dawn, but with higher increases in false calls (ranging from no change to about 50% increase), and higher increases in the missed calls observed for one VDS. Lastly, during night, false calls increased for specific zones and systems, and various trends with relatively small changes were found in terms of missed calls. The findings of this study are published in four separate volumes. The other three volumes cover the effects of detection zone configuration changes, windy conditions, and adverse weather conditions. KW - Daylight KW - Evaluation and assessment KW - Light KW - Night KW - Performance KW - Signalized intersections KW - Video imaging detectors KW - Weather UR - http://ntl.bts.gov/lib/31000/31000/31034/ICT-09-046.pdf UR - https://trid.trb.org/view/902145 ER - TY - SER AN - 01142038 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Medina, Juan C AU - Benekohal, Rahim F AU - Chitturi, Madhav AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of Video Detection Systems, Volume 3 - Effects of Windy Conditions in the Performance of Video Detection Systems PY - 2009/05 IS - 09-047 SP - 46p AB - The performance of three Video Detection Systems (VDS), namely Autoscope, Iteris, and Peek, was evaluated at stop bar and advance locations, at an instrumented signalized intersection located in Rantoul, Illinois, utilizing a side-by-side installation and large data sets covering a variety of conditions. This report contains the analysis and findings of the VDS performance under windy conditions during cloudy noon, sunny morning, and nighttime. There are three other reports that describe the effects of adverse weather, illumination, and adjusting the configuration of the VDS zones. The performance of the VDS in windy conditions was assessed based on the frequency of false, missed, stuck-on, and dropped calls (errors in detection); and was compared to calm weather scenarios (without wind). Results indicate minor wind effects during cloudy conditions at the stop bar zones, and less than 10% increases in the false calls at advance zones. In the sunny morning scenario (where long shadows were observed) false calls increased significantly at both stop bar (22-39%) and advance zones (20- 70%), missed calls increased at advance zones for one VDS, while they decreased for the other two VDS, and stuck-on calls increased by less than 2% due to the shadow of the crossing street pole. At nighttime, false calls increased at stop bar zones (5-53%), and at advance zones (2-27%), and there were small fluctuations in the percentage of missed calls. KW - Clouds KW - Daylight KW - Evaluation and assessment KW - Night KW - Performance KW - Signalized intersections KW - Sunlight KW - Video imaging detectors KW - Wind UR - http://ntl.bts.gov/lib/31000/31000/31035/ICT-09-047.pdf UR - https://trid.trb.org/view/902148 ER - TY - RPRT AN - 01140728 AU - R. G. W. Cherry and Associates Limited AU - Federal Aviation Administration TI - Determination of Evacuation and Firefighting Times Based on an Analysis of Aircraft Accident Fire Survivability Data PY - 2009/05 SP - 29p AB - As part of a project commissioned by the Federal Aviation Administration data have been gathered on the relative proportion of accidents that involve Ground Pool Fires and statistical data on the following: (1) Time to initiate an evacuation; (2) Time to complete an evacuation; (3) Time to arrival of fire-fighters; and (4) Time for fire-fighters to establish control in a Ground Pool Fire accident. The data was extracted from accident reports and other information published by Investigating and Airworthiness Authorities using the Cabin Safety Research Technical Group Aircraft Accident Database as the search facility. KW - Air transportation crashes KW - Aircraft rescue and firefighting services KW - Arrival time KW - Aviation safety KW - Crash reports KW - Evacuation KW - Fire fighting UR - https://trid.trb.org/view/901022 ER - TY - RPRT AN - 01139242 AU - McCarthy, Dennis P AU - Mann, William C AU - Lanford, Desiree AU - University of Florida, Gainesville AU - National Highway Traffic Safety Administration TI - Process and Outcomes Evaluation of Older Driver Screening Programs: The Assessment of Driving-Related Skills (ADReS) Older-Driver Screening Tool PY - 2009/05//Final Report SP - 28p AB - Physicians are one resource for identification of older drivers who may be at risk for decreased safe driving ability. However, physicians have not had the tools to make decisions about the safe driving ability of their patients. With this in mind, the American Medical Association (AMA), with support from the National Highway Traffic Safety Administration, published the Physician’s Guide to Assessing and Counseling Older Drivers to provide physicians with background information and screening tools (the Assessment of Driving-Related Skills (ADReS)) for dealing with older driver issues among their patients. This study examines the effectiveness of the ADReS in identifying older drivers who may or may not be at an increased risk for unsafe driving by comparing on-road performance of participants with ADReS results. Tests of vision, cognition, and physical function were administered to older drivers. Researchers monitored a behind-the-wheel (BTW) test that included a range of roadway conditions. The prevalence of unsafe drivers, based upon the results of the global rating of the BTW, was 24.6 percent. Analyses of the sensitivity of the ADReS identified 100 percent of those participants who were found to be unsafe drivers. Analyses of the specificity of the ADReS suggested that 32.6 percent of this sample was identified as requiring an intervention yet passed the onroad test. Although the ADReS identified all who failed the BTW, the results of this study suggest that the ADReS may not be an efficient predictor of those who need a driving evaluation. Based on the results of this sample, this tool may need to be revised in order to provide physicians with a more effective screening method. The report contains specific recommendations for changes to the ADReS tool. KW - Aged drivers KW - Driver assessment KW - Driver screening KW - Highway safety KW - Physicians KW - Screening instruments UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811113.pdf UR - https://trid.trb.org/view/898331 ER - TY - RPRT AN - 01138549 AU - Adams, Teresa M AU - Wang, Bruce (Xiubin) AU - Srivastava, Praveen AU - Ogard, Libby AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Low-Cost Strategies for Short Term Parking on Interstate Highways of the MVFC PY - 2009/05//Final Report SP - 87p AB - This report documents a study of truck parking issues along the major freight corridors in the 10-state Mississippi Valley Freight Coalition (MVFC) region. An online geographic information system (GIS) instrument was developed to administer surveys and allow for continuous public participation. The study surveyed highway patrol officers, public freight planners and truckers to identify parking facilities incommensurate with truck parking needs. It proposes a method to cluster marked spots for identifying areas with the most need for additional truck parking capacity. In-person carrier interviews were also conducted to further clarify truck parking problem causes and solutions. A set of low cost strategies are finally proposed to policy makers. This study also inventories both public and private parking facilities along the region’s freight corridors and provides a review of previous studies. KW - Interstate highways KW - Mississippi Valley Freight Coalition KW - Motor carriers KW - Parking KW - Parking facilities KW - Short term parking KW - Strategic planning KW - Surveys KW - Trucking UR - http://ntl.bts.gov/lib/31000/31100/31163/FR_MVFC04.pdf UR - https://trid.trb.org/view/898953 ER - TY - RPRT AN - 01138545 AU - Bosscher, Peter J AU - Edil, Tuncer B AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration AU - Midwest Regional University Transportation Center TI - Frozen Road Operation Improvements PY - 2009/05//Final Report SP - 115p AB - A research study in 1996-1997, sponsored by the Wisconsin Department of Transportation (WisDOT), was undertaken to develop a computer model to correlate climate and pavement data for the year in progress in order to project when to impose and lift weight restrictions. The research team collected field data relating to weather and road stiffness over two winter-spring periods, which enabled the development of a six-phase computer model integrating weather conditions, heat transfer, roadway stiffness, stress-strain effects, and estimates of pavement damage load (EDL) for a given road 30, 60, 90, or 120 days into the future based on user-supplied average daily temperatures experienced in the year to date. WisDOT’s Bureau of Highway Operations (BOH) used this software, known as UWFROST, during the 1998-1999 and 1999-2000 winter seasons and found the software’s fall freezing and spring thawing projections to be quite accurate for normal winters. Since this study was conducted, additional data have been collected using frost tubes to declare the roads frozen and then unfrozen. Changes in Wisconsin climate have also been noted which will affect the model. More data have been collected at the national level, which relates pavement material moduli to temperature. All of the data needs to be integrated into an updated version of the model. However, the project investigator, Peter J. Bosscher, passed away unexpectedly and a search through his records indicated that he was the only one who could make changes to UWFROST since he created it alone. Certain materials related to the project have been extracted from his files and are presented in this report as Appendix A - frozen road declaration history and Appendix B - ground truth information (frost tube data). KW - Computer models KW - Field data KW - Load limits KW - Pavements KW - Seasonally frozen ground KW - Stiffness KW - Thaw KW - Weather conditions KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/54007/07-04_FR.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-11frozenroadops-f.pdf UR - http://www.mrutc.org/research/0704/07-04_MRUTC_FR.pdf UR - https://trid.trb.org/view/898959 ER - TY - RPRT AN - 01138529 AU - Kerenyi, Kornel AU - Sofu, Tanju AU - Guo, Junke AU - GKY and Associates, Incorporated AU - University of Nebraska, Lincoln AU - Federal Highway Administration TI - Hydrodynamic Forces on Inundated Bridge Decks PY - 2009/05//Laboratory Report SP - 48p AB - The hydrodynamic forces experienced by an inundated bridge deck have great importance in the design of bridges. Specifically, the drag force, lift force, and the moment acting on the bridge deck under various levels of inundation and a range of flow conditions influence the design and construction of the bridge. This report explores the forces acting on bridges in two ways. First, through physical experimentation on scaled-down bridge deck models tested in a flume and then with computational fluid dynamics (CFD) simulation models. Three bridge deck prototypes were used for the experimentation: a typical six-girder highway bridge deck, a three-girder deck, and a streamlined deck designed to better withstand the hydraulic forces. The forces (expressed as nondimensional force coefficients) on each of the bridge deck shapes were measured in the laboratory with an ultra-precise force balance under a range of inundation scenarios (including partial inundation) and at four different velocities characterized by Froude numbers in the range of 0.16 to 0.32. CFD modeling was performed using both the Fluent® and STAR-CD® software packages. The CFD models were calibrated to the flow conditions of the six-girder bridge, and these same conditions were used for the other two bridge shapes. A range of model options were tested including two-dimensional versus three-dimensional models, different mesh resolutions, boundary conditions, and turbulence models; their effect on the accuracy of results and processing efficiency were noted. Fitting equations were generated to create an envelope around the experimental data and create design charts for each of the bridge types and force coefficients. Finally, the CFD models, though they can match some of the general behavior of experimental models in terms of the relationship between inundation ratio and force measured at the bridge, do not yet faithfully reproduce the critical values of the hydraulic forces and show very little response to velocity. The CFD simulations seem promising as a method to test bridge designs, but more research is needed before complex designs can be tested wholly in the CFD realm. However, the design charts from the experimental results should be a valuable tool for the bridge designer in a wide range of design applications. KW - Bridge decks KW - Bridge design KW - Design charts KW - Equations KW - Fluid dynamics KW - Flumes KW - Hydrodynamics KW - Inundation KW - Laboratory tests KW - Scale models KW - Simulation KW - Water pressure UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/09028/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/hydraulics/09028/ UR - https://trid.trb.org/view/898780 ER - TY - RPRT AN - 01138397 AU - Morris, C Craig AU - Research and Innovative Technology Administration TI - Motorcycle Trends in the United States PY - 2009/05//Special Report SP - 6p AB - During the last decade there has been a significant increase in the number of motorcycle sales and registrations in the United States. At the same time there has been a shift in the demographics of motorcycle users and increased focus on motorcycle safety issues. This report focuses on the current and emerging trends involving street-legal (on-road and dual-purpose) motorcycles KW - Demographics KW - Motorcycle safety KW - Motorcycles KW - Motorcyclists KW - Registrations KW - Sales KW - Trend (Statistics) KW - United States UR - http://www.bts.gov/publications/bts_special_report/2009_05_14/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35393/Motorcycle.pdf UR - https://trid.trb.org/view/894607 ER - TY - RPRT AN - 01138319 AU - Kuchav, J K AU - Griffith, John Daniel AU - Espindle, L P AU - Massachusetts Institute of Technology AU - Department of the Air Force AU - Federal Aviation Administration TI - Safety Analysis of Upgrading to TCAS Version 7.1 Using the 2008 U.S. Correlated Encounter Model PY - 2009/05 SP - 72p AB - As a result of monitoring and modeling efforts by Eurocontrol and the FAA, two change proposals have been created to change the TCAS II V7.0 logic. The first, CP-112E, addresses safety issues referred to as SA01 events have to do with the reversal logic contained in the TCAS algorithm, e.g. when TCAS reverses the sense of an RA from climb to descend. Typically, reversals occur to resolve deteriorating conditions during an encounter. V7.0 contained reversal logic based on certain assumptions and engineering judgment, but operational experience obtained since deployment has compelled a re-evaluation in areas of that logic, specifically having to do with late reversals. The second change proposal, CP-115, rectifies observed confusion surrounding the aural annunciation AVSA during an RA by replacing it with the annunciation LOLO, and changing the TCAS V7.0 display and logic to appropirately support the change. Collectively, the changes to the TCAS logic in both CP-112E and CP-115 are referred to as TCAS II V7.1. Including in this document is a safety study that considers V7.1 as a whole, and also the first safety study that uses the U.S. correlated encounter model developed by Lincoln Laboratory for testing TCAS. KW - Air traffic control KW - Aircraft navigational aids KW - Airspace (Aeronautics) KW - Algorithms KW - Approach control KW - Aviation safety KW - Crash avoidance systems KW - Simulation KW - Traffic alert and collision avoidance system UR - https://trid.trb.org/view/898609 ER - TY - RPRT AN - 01138289 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts: Study of Present-Day LED Brightness and Corresponding Rear Signaling Concepts (LED Optimization) PY - 2009/05//Research Note SP - 3p AB - The purpose of this research study was to develop optimized rear brake lighting signal configurations using present-day lighting assemblies, but with LED technology. Work under this study included a laboratory component to quantify the brightness levels of various LED lamps, and a data collection component using human participants intended to determine optimum flash frequencies, brightness levels, and signal patterns (e.g., simultaneous versus alternating flashing). KW - Brake lamps KW - Brightness KW - Data collection KW - Light emitting diodes KW - Rear lighting KW - Signal lights KW - Traffic safety KW - Vehicle lighting systems UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Human%20Factors/Visibility%20and%20Lighting/TSF811128.pdf UR - https://trid.trb.org/view/898659 ER - TY - RPRT AN - 01138287 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts: Initial On-Road Evaluation of Candidate Rear Lighting Configurations PY - 2009/05//Research Note SP - 3p AB - The purposes of this study were to determine how drivers would respond to the top candidate rear lighting conditions (as determined by previous static tests), helping to determine any potential unintended consequences of the lighting, as well as provide estimates of eye-drawing capability. KW - Brake lamps KW - Brightness KW - Eye movements KW - Glare KW - Rear lighting KW - Taillamps KW - Testing KW - Traffic safety KW - Vehicle lighting systems UR - https://trid.trb.org/view/898657 ER - TY - RPRT AN - 01138285 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts. Assessing the Attention-Gettingness of Brake Signals: Evaluation of Optimized Candidate Enhanced Braking Signals PY - 2009/05//Research Note SP - 3p AB - This study quantified the attention-getting capability and discomfort glare of a set of candidate rear brake lighting configurations, including proposed approaches from automotive companies, using driver judgments, as well as eye-drawing metrics. This study served to narrow the set of candidate lighting configurations to those that would most likely be carried forward for additional study on-road. KW - Brake lamps KW - Brightness KW - Data collection KW - Glare KW - Lighting systems KW - Rear end crashes KW - Traffic crashes KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Human%20Factors/Visibility%20and%20Lighting/TSF811129.pdf UR - https://trid.trb.org/view/898620 ER - TY - RPRT AN - 01138198 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts: Seat Belt Use in Rear Seats in 2008 PY - 2009/05//Research Note SP - 3p AB - Seat belt use in rear seats in the United States stood at 74 percent in 2008, statistically unchanged from 76 percent in 2007. This result is from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on seat belt use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. KW - Charts KW - National Occupant Protection Use Survey (NOPUS) KW - Restraint systems KW - Seat belt usage KW - Seat belts KW - Statistical analysis KW - Surveys KW - Tables (Data) KW - Traffic safety KW - Travel surveys UR - http://www-nrd.nhtsa.dot.gov/Pubs/811133.PDF UR - https://trid.trb.org/view/898658 ER - TY - RPRT AN - 01137609 AU - Hanchulak, Denise AU - Robinson, Brett AU - American Association of Motor Vehicle Administrators AU - National Highway Traffic Safety Administration TI - Guidelines for Motorcycle Operator Licensing PY - 2009/05//Final Report SP - 168p AB - The number of motorcycle riders (operators) who did not have a valid license and were involved in a fatal crash has increased by 89.6% over the past decade, from 665 in 1998 to 1,261 in 2007. In 2007, one out of four motorcycle operators (25% involved in fatal crashes were riding their motorcycle with invalid licenses at the time of the crash, while only 13% of drivers of passenger vehicles in fatal crashes did not have valid licenses. In response to this increasing trend, the National Highway Traffic Safety Administration (NHTSA) entered into a cooperative agreement with the American Association of Motor Vehicle Administrators (AAMVA) to examine the issue of motorcycle operator licensing and provide guidance to jurisdictional driver license agencies on the elements of a complete licensing system for motorcycle operators. The result of this collaboration is the development of the "Guidelines for Motorcycle Operator Licensing," which is a combination and update of two previously published motorcycle operator licensing guideline documents, the "Motorcycle Operator Licensing System" (rev. 1997) and "Integrating Motorcycle Rider Education and Licensing" (1993). This guideline document contains information on standard motorcycle operator licensing systems; motorcycle safety initiatives and strategies to increase proper licensure among motorcyclists within a jurisdiction; a model Graduated Driver Licensing (GDL) system for new-entrant riders; and motorcycle rider education waiver programs and third party testing. Also included, as appendices, is information on national data and trends associated with motorcyclist fatalities and injuries; a survey of current motorcycle and operator licensing practices by jurisdiction; an AAMVA guideline document on knowledge and skill test development; and examples of how a few jurisdictions have integrated rider education into their driver licensing system and implemented a GDL system for new-entrant motorcyclists. KW - Crash injuries KW - Driver education KW - Driver licensing KW - Driver training KW - Driving tests KW - Driving without a license KW - Fatalities KW - Graduated licensing KW - Guidelines KW - Motorcycle crashes KW - Motorcyclists KW - State of the practice KW - Surveys KW - Trend (Statistics) UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811141.pdf UR - https://trid.trb.org/view/897744 ER - TY - RPRT AN - 01137607 AU - Sapper, Deborah AU - Goodwill, Jay A AU - Carapella, Holly AU - National Center for Transit Research AU - Florida Department of Transportation AU - Research and Innovative Technology Administration TI - Impacts of More Rigorous ADA Paratransit Eligibility Assessments on Riders with Disabilities PY - 2009/05//Final Report SP - 91p AB - Due to the ever-increasing demand for complementary Americans with Disabilities Act (ADA) paratransit trips, transit agencies have instituted a number of actions related to reducing the costs of this type of service, including steps to limit the demand through stricter and more complex ADA paratransit eligibility processes. The objective of this research was to document the changes the transit systems made to their ADA paratransit eligibility procedures and to determine the impacts these changes have had on riders with disabilities. The research report provides a brief history and overview of the ADA complementary paratransit regulations and services; summarizes increased demand and related agency ADA paratransit expenditures; documents recent trends and changes in the ADA complementary paratransit eligibility processes; and provides a summary of the best practices related to ADA paratransit eligibility procedures. KW - Americans with Disabilities Act KW - Best practices KW - Demand KW - Eligibility determination KW - Expenditures KW - Impact studies KW - Paratransit services KW - Persons with disabilities KW - Transit operating agencies UR - http://www.nctr.usf.edu/pdf/77721.pdf UR - https://trid.trb.org/view/897728 ER - TY - RPRT AN - 01135876 AU - Federal Highway Administration TI - Using Modeling and Simulation Tools for Work Zone Analysis PY - 2009/05 SP - 4p AB - Modeling and simulation tools can support efforts to conduct work zone analysis, and the Federal Highway Administration (FHWA) has created some new guides to help agency staff use these tools effectively. This leaflet defines what work zone analysis is, describes some of the tools available for performing work zone analysis, and discusses how to use these tools. KW - Impact studies KW - Mathematical models KW - Simulation KW - Traffic analysis tools KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/wz/traffic_analysis/wza_leaflet/wza_leaflet.pdf UR - http://ntl.bts.gov/lib/31000/31000/31050/FHWA-HOP-09-038.pdf UR - https://trid.trb.org/view/896193 ER - TY - RPRT AN - 01135633 AU - Federal Transit Administration TI - 49 CFR Part 40 - Procedures for Transportation Workplace Drug And Alcohol Testing Programs PY - 2009/05 SP - n.p. AB - Under Department of Transportation regulations, employees in the aviation, rail, motor carrier, mass transit, maritime and pipeline industries who either fail or refuse to take a drug test must successfully complete a drug treatment program and pass a series of urine tests as a condition of performing any safety-sensitive duties. To prevent cheating, the Department modified its regulations in 2008 to require that such tests be conducted under direct observation. Petitioners, a railway company and several transportation unions, challenged the revised regulation, arguing that it violates both the Administrative Procedure Act and the Fourth Amendment. KW - Alcohol tests KW - Drug tests KW - Laws and legislation KW - Transportation safety KW - Workplaces UR - http://transit-safety.volpe.dot.gov/DrugAndAlcohol/Regulations/Regulations/default.aspx UR - https://trid.trb.org/view/892782 ER - TY - RPRT AN - 01135628 AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Transit Administration TI - Resource Guide for Transit and Transit-Related Programs PY - 2009/05 SP - 46p AB - This resource guide to transit programs in Florida includes information about local, state and federal funding programs that provide financial resources for transit operations, planning, marketing, special programs and projects, as well as other activities. Other resources such as training and technical assistance programs are also identified. KW - Financing KW - Florida KW - Guides to information KW - Public transit UR - https://trid.trb.org/view/892088 ER - TY - RPRT AN - 01135611 AU - Rogers, Paul B AU - Veronneau, Stephen JH AU - Peterman, Connie L AU - Whinnery, James E AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - An Analysis of the U.S. Pilot Population From 1983-2005: Evaluating the Effects of Regulatory Change PY - 2009/05//Final Report SP - 23p AB - The size of the U.S. civil aviator community has been of interest to researchers, policy makers, and special interest groups. A strict definition for membership in the U.S. pilot population was used that was based on Scientific Information System principles. This approach provides methods for scientists to describe, quantify, and predict changes in this population over the 23-year study period. The Bioinformatics Research Team at the Civil Aerospace Medical Institute (CAMI) analyzed and modeled the counts of the U.S. pilot population using a segmented linear regression model. A dataset was constructed, based upon the methods prescribed by Scientific Information System principles of data construction, from 1983 to 2005. This methodology was selected since the data represent the entire population of pilots, rather than just a sample. Thus, the statistical results are population parameters, rather than estimates, and are not subject to sampling error. The airmen population was constructed and examined for each year of the study period. The criterion for membership of the U.S. civil pilot population is based on the medical examination that each airman must pass to hold a pilot certificate. A segmented linear regression model was chosen because of its flexibility in accounting for any policy changes that occurred over the 23-year study period. The CAMI Scientific Information System provided the foundation to build a segmented linear regression model pertaining to the counts of the U.S. civil pilot population; from these results it was possible for the first time to explain the changing frequencies over time and make fact-based predictions concerning future population numbers. The capability now exists to categorize the population by gender, medical class, age, and experience over a two-decade time period, which may provide hints at some of the changes taking place within the aviation community as a whole. The model constructed clearly shows a decline in the overall U.S. civil aviator community. This decline is most evident in second-and third-class medical certificate holders. The percentage of women in the largely male-dominated population remained relatively stable over the study years. The age composition of both men and women changed substantially from the beginning of the study in 1983 to the end in 2005. Both segments of this population have grown significantly older. As a group, men were older than women over the study period. Therefore, when average flight time was calculated and categorized by medical class and gender, men were shown to have more flight experience. KW - Age KW - Air pilots KW - Civil aviation KW - Gender KW - Medical certification KW - Pilot experience KW - United States UR - http://permanent.access.gpo.gov/lps122495/200909.pdf UR - https://trid.trb.org/view/892073 ER - TY - RPRT AN - 01135587 AU - Prinzo, O Veronika AU - Thompson, Audrey C AU - Federal Aviation Administration AU - Xyant Technologies, Incorporated AU - Federal Aviation Administration TI - The ICAO English Language Proficiency Rating Scale Applied to Enroute Voice Communications of U.S. and Foreign Pilots PY - 2009/05//Final Report SP - 17p AB - This is the third and final report in a series that examined communications between pilots and air traffic controllers during en route operations. The first report examined message complexity and message length as factors associated with communication problems (e.g., readback errors (RBEs), requests for repeats (RfR), and breakdowns in communication (BIC). The second report examined these same communication problems by differentiating between pilots flying U.S. - and foreign-registry aircraft. Aircraft call signs were used to classify transmissions by aircraft registry (U.S.- English, Foreign-English, Foreign-Other). Language proficiency was identified as a factor for 66/90 (73%) communication problems among foreign aircraft and for 56/191 (29%) involving U.S. aircraft. However, there was no mention of the level of proficiency among these pilots. This report examined the language proficiency among these controllers and pilots by applying the International Civil Aviation Organization (ICAO) language proficiency scales to the messages of pilots flying U.S. - and foreign-registry aircraft. The previously identified communication problems were re-examined and rated according to ICAO’s six dimensions of language proficiency (pronunciation, structure, vocabulary, fluency, comprehension, interaction) by a certified rater. Each dimension receives a grade ranging from 1 (Pre- Elementary) through 6 (Expert). Approximately 94% of the pilots received an overall language proficiency rating (LPR) of 5 (Extended) because one or more of their utterances was graded Extended. The remaining 13 pilots’ LPR was 4 (Operational), 12 of whom flew Foreign-Other registry aircraft. Among U.S. English communication problems, 50% were RBEs, and 33% were RfR. Foreign-Other communication problems were 57% RfR, 44% of which were made by pilots with an overall rating of Extended. Furthermore, 21.4% of the Foreign-Other communication problems were RBEs, and 14.3% were from pilots with an overall LPR of Extended. In conclusion, ICAO requires its Contracting States to test their aviation personnel for language proficiency. Failure to reach the Expert level will require retesting at least once every 3 years if the test results place the pilot at Operational or every 6 years if Extended. This standard is designed to improve the ATC communication process and is likely to reduce the incidence of miscommunications. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - English language KW - Proficiency KW - Voice communication UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200910.pdf UR - https://trid.trb.org/view/892075 ER - TY - RPRT AN - 01134956 AU - Federal Aviation Administration TI - Sitka Rocky Gutierrez Airport, airport improvement projects : environmental impact statement PY - 2009/05//Volumes held: Draft, F KW - Alaska KW - Environmental impact statements UR - https://trid.trb.org/view/895706 ER - TY - RPRT AN - 01134823 AU - Department of Transportation TI - Schuyler Heim Bridge replacement and SR-47 Expressway project : environmental impact statement PY - 2009/05//Volumes held: Draft, Supplement to the draft, Supplement to the draft:app(2 discs), F(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/895583 ER - TY - RPRT AN - 01133891 AU - LeBlanc, David J AU - Buonarosa, Mary Lynn AU - Blankespoor, A AU - Sayer, James R AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Integrated Vehicle-Based Safety Systems (IVBSS) Light Vehicle Extended Pilot Test Summary Report PY - 2009/05//Summary Report SP - 72p AB - This report describes the conduct and findings from an extended pilot test (EPT) for the Integrated Vehicle-Based Safety Systems (IVBSS) program light vehicle platform. The crash warning functionalities developed in this program addresses several crash types, including rear-end, road departure, lane drift, lane change, merging, and curve-speed crashes. The EPT was conducted to demonstrate that the program is ready to launch the light-vehicle field operational test (FOT). The specific criteria for readiness are: 1) positive driver acceptance of the integrated system, 2) integrated system performance in naturalistic driving that is consistent with expectations, 3) reliable operation of the hardware and software onboard the test vehicles, and 4) operational processes that are practical and efficient for conducting the FOT and maintaining the necessary quality standards. The IVBSS light vehicle EPT has demonstrated that after minor revisions are made to the warning system and the experimental process, the program is ready for the full-scale FOT. KW - Crash avoidance systems KW - Extended pilot testing KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Integrated vehicle-based safety systems KW - Light vehicles KW - Naturalistic studies KW - Vehicle safety UR - http://deepblue.lib.umich.edu/bitstream/2027.42/63005/1/102285.pdf UR - https://trid.trb.org/view/894561 ER - TY - RPRT AN - 01132435 AU - Rasmussen, Robert Otto AU - Garber, Sabrina I AU - Federal Highway Administration AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Nonwoven Geotextile Interlayers for Separating Cementitious Pavement Layers: German Practice and U.S. Field Trials PY - 2009/05 SP - 21p AB - Pavement engineering is traditionally a conservative field, but successful pavement engineers will constantly seek out proven innovative concepts with potential to improve pavement performance while reducing costs. Many pavement structures in the United States consist of more than one cementitious layer that requires separation. This could be a new concrete pavement (jointed or continuously reinforced) atop a cementitious base or, becoming increasingly popular, an unbonded concrete overlay. In both cases, an interlayer is often required for separation. While hot-mix asphalt is commonly used for this purpose, associated constructability, cost, and performance issues need to be recognized. The German highway community has more than 25 years of experience using an alternative interlayer made of a nonwoven geotextile. With proper selection and placement, these interlayers have resulted in excellent performance in separating new concrete pavement layers from the cementitious bases commonplace on the German motorway system. While this application also exists in the United States, the possibility of using the nonwoven geotextile as a separation interlayer in an unbonded concrete overlay system has also generated significant interest because of the potential cost savings involved. This report documents the German experience and gleans better practices for using nonwoven geotextile interlayers between cementitious layers in the United States. The report covers field trials in Missouri and Oklahoma along with other information so that pavement engineers can make an informed decision on the viability of this innovative but proven alternative. KW - Concrete overlays KW - Concrete pavements KW - Cost effectiveness KW - Field tests KW - Germany KW - Missouri KW - Nonwoven textiles KW - Oklahoma KW - Pavement interlayers KW - State of the practice KW - Unbonded concrete overlays KW - United States UR - http://www.international.fhwa.dot.gov/pubs/geotextile/geotextile.pdf UR - https://trid.trb.org/view/892178 ER - TY - RPRT AN - 01132432 AU - Rickard, Alex AU - Eastern Carolina Council AU - Federal Transit Administration TI - Operational Test for the Implementation of Advanced Technologies in Rural Transit Service PY - 2009/05//Final Report SP - 37p AB - The purpose of this project was to assess the feasibility of implementing transit management software in the eastern region of North Carolina with the goals of increasing efficiency, lowering operating costs, improving customer service, and encouraging trip coordination between transit agencies. RouteMatch TS of RouteMatch Software, Inc. was selected as the transit management software for this project. This report provides information from a performance evaluation and two completed surveys. The first survey focused on the hosting environment and satisfaction with the Eastern Carolina Council staffing, while the second focused on the RouteMatch TS software and customer satisfaction with RouteMatch Software, Inc. Follow-up interviews were conducted with each of the transit agency managers to further explore issues identified through the surveys. There are two long-term recommendations for this group. The first is to expand the client bases of these agencies, thus increasing the demand for out-of-county trips and thereby providing more opportunities for coordination. The second is to recruit agencies to this effort that would exploit the natural geography and highway system of the region. The document serves as the final evaluation for transit management software. KW - Coordination KW - Customer satisfaction KW - Feasibility analysis KW - Interviewing KW - North Carolina KW - Recommendations KW - RouteMatch (Software) KW - Rural transit KW - Software KW - Surveys KW - Transit management systems KW - Transit operating agencies UR - http://www.fta.dot.gov/documents/OperationalTest_Implementation_of_Advanced_Technologies_Rural_Transit_Service_(FinalReport).pdf UR - https://trid.trb.org/view/892233 ER - TY - RPRT AN - 01132429 AU - Betak, John F AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Short Line Rail: Its Role in Intermodalism and Distribution PY - 2009/05//Final Report SP - 194p AB - The purpose of this project is to investigate the potential role of short line railroads in the U.S. to perform intermodal terminal operations and distribute/pick-up containers/trailers in metropolitan areas. Included in this project is an investigation of the potential for short line railroads to serve industrial parks and/or freight villages. This research report reviews the literature on short line operations in the U.S., their current role in originating and distributing rail freight traffic and their capacity to take on intermodal terminal operations and functions. Further, it examines transload/transflow operations vis-a-vis short line railroads, as well as the viability of industrial park/freight villages as short line served entities. The research included discussions with knowledgeable officials at the American Short Line and Regional Railroad Association, the Federal Highway Administration and existing short line operators regarding their current situation, plans and constraints. In addition, discussions were held with senior officials in Class I railroads, senior members of industrial real estate organizations, academics and senior consultants in the transportation industry. These comments, suggestions and recommendations have been incorporated in this report, as noted in the body of the report and citations. In addition, the report frames some options available to enhance these types of operations on short line railroads. It identifies potential candidate short line railroads for pilot projects to test these options. Finally, beyond this report, the research culminates in proposals for funding the pilot projects by external agencies. KW - Freight service KW - Freight villages KW - Industrial parks KW - Intermodal services KW - Literature reviews KW - Metropolitan areas KW - Short line railroads KW - United States UR - http://cait.rutgers.edu/files/RAIL-RU4474-V2Combo_120409.pdf UR - https://trid.trb.org/view/892770 ER - TY - RPRT AN - 01131898 AU - Balke, Kevin N AU - Chaudhary, Nadeem A AU - Songchitruksa, Praprut AU - Pesti, Geza AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of Criteria and Guidelines for Installing, Operating, and Removing TxDOT Ramp Control Signals PY - 2009/05//Technical Report SP - 194p AB - The Texas Department of Transportation (TxDOT) uses ramp control signals (also called ramp meters or flow signals) to control the rate at which vehicles enter the freeway. This helps TxDOT (1) promote a more consistent and uniform flow of traffic entering the freeway, and (2) promote a more efficient use of the existing freeway capacity. The purpose of this project was to develop guidelines and criteria to assist TxDOT decision makers in determining when and where to install new ramp control signals and remove existing ramp control signals when they no longer provide a benefit to freeway traffic. This report documents the process, procedures, and research used to develop those guidelines and criteria. The actual guidelines, criteria, and forms are in Product 0-5294-P1, “Operating Guidelines for TxDOT Ramp Control Signals.” KW - Decision making KW - Freeway management systems KW - Guidelines KW - Ramp metering KW - Texas Department of Transportation KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-5294-1.pdf UR - https://trid.trb.org/view/892080 ER - TY - RPRT AN - 01131373 AU - Sharp, Stephen R AU - Moruza, Audrey K AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Field Comparison of the Installation and Cost of Placement of Epoxy-Coated and MMFX 2 Steel Deck Reinforcement: Establishing a Baseline for Future Deck Monitoring PY - 2009/05//Final Report SP - 84p AB - As part of the Innovative Bridge Research and Construction Program (IBRCP), this study was conducted to use the full-scale construction project of the Route 123 Bridge over the Occoquan River in Northern Virginia to identify and compare any differences in the installation practices and comprehensive placement costs of epoxy-coated reinforcing steel (ECR) and MMFX 2. The study also established a baseline of the condition of the bridge upon completion of construction and initial maintenance. During construction, two separate bridge decks were built and a raised median was used to cover the longitudinal joint between the two decks. The southbound deck was built using ECR, and the northbound deck was built using corrosion-resistant reinforcing steel (CRR), which in this case was MMFX 2. To construct the two decks required 576,823 lb of ECR and 674,447 lb of MMFX 2. The concrete strength reached 100% of the design strength within 4 days for the northbound deck. The average thickness of the decks was 8.76 in. for the southbound deck and 9.15 in. for the northbound deck. Stay-in-place forms were used to construct Spans D through G for both decks; Spans A through C were constructed using formwork that was removed to expose the underside of the decks. Upon completion of construction, an in-depth survey of both decks was conducted. Cracks were present on both decks, and a recent visual analysis of the underside of the decks indicated that moisture is able to penetrate to the bottom of the concrete. Half-cell potential measurements indicated most of the MMFX 2 had reached a passive condition, which presently indicates an insignificant corrosion rate. Resistivity measurements on the northbound deck indicated that if the steel were to become active, it has a low probability of significant corrosion. Chloride analysis indicated salt is penetrating the upper region of the concrete, but the regions closer to the steel have a lower chloride concentration. Based on these findings, the two decks should allow a fair comparison of corrosion susceptibility for the two types of reinforcing steel used. Inclusion of the labor cost to place ECR in the southbound deck and unanticipated direct costs raised the in-place unit cost of ECR from $0.51/lb to $0.90/lb. Inclusion of the labor cost to place MMFX 2 in the northbound deck raised the in-place unit cost of MMFX 2 from $0.78/lb to $0.87/lb. The cracks in the ECR side were sealed as part of the original construction. By including the indirect labor costs to VDOT and road user costs to the public imposed by a crack sealing operation on the southbound deck, the comprehensive in-place cost of ECR more than quadrupled its unit bid price to a final in-place cost range of $2.34/lb to $2.90/lb, making ECR much less cost-effective in retrospect than it appeared to be at the planning stage of the project. This hidden cost increase for ECR supports the recent decision by VDOT to pursue CRR rather than ECR for future construction and highlights the need to consider at least direct sealing costs when comparing ECR with CRR. The study recommends that VDOT’s Structure & Bridge Division (1) continue the implementation of the recently approved CRR specification, and (2) be attentive to the possibility that polymer-coated steel bars may be costlier per unit than uncoated bars for reasons of special handling and transport requirements as well as unanticipated preventive maintenance. Further, the Virginia Transportation Research Council should monitor the Route 123 Bridge periodically to assess the relative conditions of the ECR and MMFX 2 reinforcement over time. KW - Alternatives analysis KW - Bridge decks KW - Construction KW - Construction management KW - Corrosion KW - Corrosion resistant steel KW - Costs KW - Epoxy coatings KW - Epoxy-coated reinforcing bar KW - Labor costs KW - Microcomposite steel KW - Monitoring KW - Recommendations KW - Reinforcing bars KW - Reinforcing steel UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r9.pdf UR - http://ntl.bts.gov/lib/37000/37700/37765/09-r9.pdf UR - https://trid.trb.org/view/891699 ER - TY - RPRT AN - 01131371 AU - Hickey, Lucas AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Sotelino, Elisa D AU - Easterling, W Samuel AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Live Load Test and Failure Analysis for the Steel Deck Truss Bridge Over the New River in Virginia PY - 2009/05//Final Contract Report SP - 98p AB - This report presents the methods used to model a steel deck truss bridge over the New River in Hillsville, Virginia. These methods were evaluated by comparing analytical results with data recorded from 14 members during live load testing. The research presented herein is part of a larger endeavor to understand the structural behavior and collapse mechanism of the erstwhile I-35W bridge in Minneapolis, Minnesota, that collapsed on August 1, 2007. Objectives accomplished toward this end include investigation of lacing effects on built-up member strain measurement, live load testing of a steel truss bridge, and evaluation of modeling techniques in comparison to recorded data. The most accurate model was used to conduct a failure analysis with the intent of then loading the steel truss bridge to failure. Before any live load testing could be performed, it was necessary to confirm an acceptable strain gage layout for measuring member strains. The effect of riveted lacing in built-up members was investigated by constructing a two-thirds mockup of a typical bridge member. The mockup was instrumented with strain gages and subjected to known loads to determine the most effective strain gage arrangement. The results of the testing analysis showed that for a built-up member consisting of laced channels, one strain gage installed on the middle of the extreme fiber of each channel’s flanges was sufficient. Thus, laced members on the bridge were mounted with four strain gages each. Data from live loads were obtained by loading two trucks to 25 tons each. Trucks were positioned at eight locations on the bridge in four different relative truck positions. Data were recorded continuously and reduced to member forces for model validation comparisons. Deflections at selected truss nodes were also recorded for model validation purposes. The model validation process began by developing four simple truss models, each reflecting different expected restraint conditions, in the hopes of bracketing data from recorded results. The models included a simple truss model, a frame model with only the truss members, and a frame model that included the stringers. The final, most accurate model was selected and used for a failure analysis. This model showed where the minimum amount of load could be applied to learn about the bridge’s failure behavior and was to be used for a test to be conducted at a later time. Unfortunately, the project was terminated because of a lack of funding before the actual test to failure of the steel truss bridge was conducted. Nevertheless, findings from the study led to two important recommendations: (1) When instrumenting a steel truss bridge for load testing by placing strain gages on built-up members, four gages, one placed on each flange of each channel, should be used and (2) When modeling deck truss bridges, the system should be considered to be a frame and should include the stringers in the model. KW - Failure analysis KW - Hillsville (Virginia) KW - Live loads KW - Load tests KW - Mathematical models KW - Steel decks KW - Strain gages KW - Truss bridges KW - Validation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr8.pdf UR - http://ntl.bts.gov/lib/37000/37700/37780/09-cr8.pdf UR - https://trid.trb.org/view/891696 ER - TY - RPRT AN - 01131368 AU - Cousins, Thomas E AU - Murray, Thomas M AU - Harris, Devin K AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of a Sandwich Plate System in a Virginia Bridge PY - 2009/05//Final Contract Report SP - 37p AB - The deterioration of the nation’s civil infrastructure has prompted the investigation of numerous solutions to the problem. Some of these solutions have come in the form of innovative materials for new construction, whereas others have considered rehabilitation techniques for repairing existing infrastructure. A relatively new system that appears capable of encompassing both of these solution methodologies is the sandwich plate system (SPS), a composite bridge deck system that can be used in both new construction or for rehabilitation applications. SPS consists of steel face plates bonded to a rigid polyurethane core; a typical bridge application utilizes SPS primarily as a bridge deck acting compositely with conventional support girders. As a result of this technology being relatively new to the bridge market, design methods have yet to be established. This research aims to close this gap by investigating some of the key design issues considered to be limiting factors in implementation of SPS. The key issues that will be studied include lateral load distribution, dynamic load allowance, and deck design methodologies. With SPS being new to the market, there has been only one bridge application, limiting the investigations of in-service behavior. The Shenley Bridge, located near Quebec, Canada, was tested under live load conditions to determine in-service behavior with an emphasis on lateral load distribution and dynamic load allowance. Both static and dynamic testing was conducted. Results from the testing allowed for the determination of lateral load distribution factors and dynamic load allowance of an in-service SPS bridge. Results from this study suggest that the behavior of an SPS does differ somewhat from conventional systems, but the response can be accommodated with current AASHTO Load and Resistance Factor Design (LRFD) provisions as a result of their conservativeness. In addition to characterizing global response, a deck design approach was developed in this research project. In this approach, the SPS deck was represented as a plate structure, which allowed for the consideration of the key design limit states within the AASHTO LRFD specification. Based on the plate analyses, it was concluded that the design of SPS decks is stiffness-controlled as limited by the AASHTO LRFD specification deflection limits for lightweight metal decks. These limits allowed for the development of a method for sizing SPS decks to satisfy stiffness requirements. KW - Bridge decks KW - Composite construction KW - Design KW - Dynamic loads KW - Lateral loads KW - Load and resistance factor design KW - Load transfer KW - Polyurethane resins KW - Sandwich plate system KW - Steel plates KW - Stiffness KW - Technological innovations UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr12.pdf UR - http://ntl.bts.gov/lib/37000/37700/37764/09-cr12.pdf UR - https://trid.trb.org/view/891698 ER - TY - RPRT AN - 01131365 AU - Fontaine, Michael D AU - Gillespie, James S AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Synthesis of Benefits and Costs of Alternative Lane Marking Strategies PY - 2009/05//Final Report SP - 59p AB - The Virginia Department of Transportation (VDOT) currently uses snowplowable raised pavement markers (SRPMs) to supplement longitudinal pavement markings on some facilities. SRPMs are much more visible than traditional longitudinal markings under wet, nighttime conditions. SRPMs have been reported to dislodge from pavement, however, which has raised the question as to whether alternative marking materials might be able to replace SRPMs. The purpose of this study was to investigate the visibility performance of longitudinal pavement marking materials currently on the market. The specific objectives of this study were (1) to determine whether or not new pavement marking materials could be used in place of SRPMs; (2) if SRPMs were to be used, to develop guidelines for their installation and maintenance; and (3) to determine the costs and benefits of using SRPMs to the maximum extent possible. No new data on the visibility or durability of pavement marking materials were collected for this study. The study primarily synthesized existing research on the characteristics of different marking materials and then applied information derived from the synthesis to Virginia-specific data to estimate the impacts of using different materials. National practices for installing, inspecting, and maintaining SRPMs were also reviewed. The results of the literature review indicated that SRPMs remain the only marking system that provides sufficient nighttime preview time at high speeds, especially under wet conditions. Further, SRPMs can improve safety in certain situations, but they can also degrade safety in other situations since drivers may travel at higher speeds when the distance they can see down the road at night increases. Proposed guidelines for the installation and maintenance of SRPMs were developed. They recommend that SRPMs be installed on all limited access freeways, on all two-lane roads with an average daily traffic volume above 15,000 vehicles per day, and on all roads with a posted speed limit of 60 mph or greater. Several other situations where SRPMs might be installed based on engineering judgment were also identified. A proposed maintenance schedule that requires inspections every 2 to 3 years was also developed. A conservative economic analysis indicated that the benefits of installing and maintaining SRPMs using the guidelines developed in this study outweighed the costs by more than 80 to 1, based purely on potential safety improvements on road geometries where SRPMs have been shown to improve safety. Further, VDOT can realize cost savings by discontinuing SRPM usage on low-volume facilities and by revising particular SRPM standards. KW - Benefit cost analysis KW - Economic analysis KW - Guidelines KW - Highway safety KW - Installation KW - Literature reviews KW - Maintenance KW - Raised retroreflective road markers KW - Raised road markings KW - Snowplowable markers KW - State of the practice KW - Visibility UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r24.pdf UR - http://ntl.bts.gov/lib/37000/37700/37766/09-r24.pdf UR - https://trid.trb.org/view/891694 ER - TY - RPRT AN - 01131277 AU - Lund, Anna S AU - Fulbright, Timothy E AU - Lloyd-Reilley, John AU - Texas A&M University, Kingsville AU - USDA Natural Resources Conservation Service AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Texas Native Grasses for TxDOT Right of Ways: Technical Report PY - 2009/05//Technical Report SP - 86p AB - The Texas Department of Transportation (TxDOT) has one of the largest right-of-way areas in the United States with over 127,138 km of state maintained highway. In 2003, the new guidelines for Texas Pollution Discharge Elimination System went into effect causing a renewed interest in TxDOT’s strive to establish vegetation as quickly as possible. These guidelines, along with executive orders signed in 1999 and 2000, have brought about a growing interest in reducing the spread and establishment of invasive nonnative plant species, with emphasis on maintaining or increasing native species diversity and restoring ecosystem processes. A two-year study was conducted in Andrews, Baylor, and Kleberg Counties in Texas. The objectives were to test the hypotheses that 1) two native species, hooded windmillgrass (WMG) and shortspike WMG, provide similar vegetation canopy cover as the standard seed mixtures currently used by TxDOT when added as a component in a native seed mixture; 2) native WMGs would provide similar vegetative cover as bermudagrass with use of a soil retention blanket; 3) hooded and shortspike WMGs provide similar canopy cover as bermudagrass (Cynodon dactylon) on single species plots; and 4) drill planting technique would allow a greater proportion of seeds planted to establish a root system, therefore providing greater canopy cover when compared against a broadcasting technique. KW - Grasses KW - Native plants KW - Planting KW - Right of way (Land) KW - Seeding KW - Texas KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-5226-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31104/0-5226-1.pdf UR - https://trid.trb.org/view/891103 ER - TY - RPRT AN - 01130741 AU - Edil, Tuncer B AU - Benson, Craig H AU - Li, Lin AU - Mickelson, David M AU - Camargo, Felipe Filizzola AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Comparison of Basic Laboratory Test Results With More Sophisticated Laboratory and In-Situ Tests Methods on Soils in Southeastern Wisconsin PY - 2009/05//Final Report SP - 165p AB - This report describes a comparison of basic laboratory test results with more sophisticated laboratory and in situ tests methods on soils in Southeastern Wisconsin. The generated soils data in the Milwaukee Marquette Interchange project has been used in an attempt to correlate the more "routine" laboratory tests to determine geotechnical design parameters (such as phi-angle, cohesion, unit weight, unconfined compression, consolidation characteristics, etc.). Correlations were identified among undrained shear strength, cohesion, friction angle, consolidation parameters, soil type, Atterberg limits, effective normal stress, and geological origin. ANOVA and nonlinear regression techniques were applied to identify and develop correlation equations. Regression analysis found that the undrained shear strength exponentially decreases with liquidity index and liquid limit. The undrained shear strength over effective overburden stress exponentially decreases with liquidity index and is constant over liquid limit and preconsolidation stress. KW - Atterberg limits KW - Cohesion KW - Consolidation KW - Correlation analysis KW - Effective stress KW - Engineering geology KW - Field tests KW - Friction angle KW - Geotechnical engineering KW - Laboratory tests KW - Liquid limits KW - Marquette Interchange Project KW - Preconsolidation pressure KW - Regression analysis KW - Soil types KW - Soils KW - Undrained shear strength KW - Wisconsin UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-05insitutestmethods-f1.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/06-05insitutestmethods-f1.pdf UR - https://trid.trb.org/view/891096 ER - TY - RPRT AN - 01130740 AU - Walker, Roger S AU - Fernando, Emmanuel G AU - University of Texas, Arlington AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Portable Profiler for Pavement Profile Measurements PY - 2009/05//Technical Report; Interim Report SP - 44p AB - This interim report provides a summary of work performed on Texas Department of Transportation (TxDOT) Research Project 0-6004 during the first year of the project. The project was initiated to develop a single path, easy to use, portable profiler. The desired profiler module is being designed to provide TxDOT a unit that can easily be mounted or removed from the front or rear bumper of typical TxDOT vehicles for measurements. The Profile generated is to be compatible with existing TxDOT formats. The project is being conducted by Dr. Roger Walker of the University of Texas at Arlington and Dr. Emmanuel Fernando of the Texas Transportation Institute at Texas A&M University who began work in September 2008 in accordance with the project proposal. KW - Equipment design KW - Portable equipment KW - Profilometers UR - https://trid.trb.org/view/891094 ER - TY - RPRT AN - 01130683 AU - Skolnik, Jonathan AU - Stern, Diana AU - Chami, Rami AU - Lane, Alexander AU - Kulesza, C S AU - Walker, Matthew AU - Jack Faucett Associates, Incorporated AU - Dunn Engineering Associates AU - Federal Highway Administration TI - Planned Special Events: Cost Management and Cost Recovery Primer PY - 2009/05 SP - 78p AB - This purpose of this primer is to aid jurisdictions and agencies, especially Departments of Transportation, with identifying and managing the costs of planned special events (PSEs) and forming policy for cost recovery. Cost management—the effective, overarching control of an organization’s finances—is a part of general management and creates accountability and transparency within the budget. Currently, in most cities the management of planned special events is fragmented across multiple agencies, and the costs and benefits of such events are not usually quantified or reported in any manner. The strategies and examples provided herein are meant to inform the reader on the basics of cost management and cost recovery, thereby facilitating more knowledgeable decision-making and encouraging further discussion among jurisdictions, agencies, and departments. KW - Cost control KW - Cost recovery KW - Financial accountability KW - Government agencies KW - Special events KW - State departments of transportation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09028/fhwahop09028.pdf UR - https://trid.trb.org/view/891002 ER - TY - RPRT AN - 01129986 AU - Masad, Eyad A AU - Kassem, Emad AU - Chowdhury, Arif AU - You, Zhanping AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Method for Predicting Asphalt Mixture Compactability and Its Influence on Mechanical Properties PY - 2009/05//Technical Report SP - 98p AB - This project aimed at providing better understanding of the factors affecting the uniformity and level of compaction and the performance of asphalt pavements. Texas Department of Transportation (TxDOT) research report 0-5261-1 documented some of the findings of this research project. This research report documents the efforts and findings of experiments conducted with more test sections. In the first phase of this report, a number of field test sections were compacted and field cores were extracted. These cores were scanned using X-ray Computed Tomography (X-ray CT) to capture the air void distributions in these cores. The air void distribution correlated well with the compaction effort across the mat. The compaction effort was found to be a function of the number of roller passes and the relative location of each pass across the mat. The Compaction Index (CI) developed in the TxDOT research report 0-5261-1 was used to quantify the compaction effort at any point in the pavement. This index combines the number of roller passes along with the effectiveness of each pass on the mat. The compactability of asphalt mixtures in the field correlated well with compactability of asphalt mixtures in the laboratory. The CI was used to quantify the compactability of asphalt mixtures in the field while the slope of the compaction curves obtained from the Superpave Gyratory Compactor was used to quantify the compactability of asphalt mixtures in the laboratory. In the second phase of this report, the effect of different levels of compaction on the performance of asphalt mixtures was studied using a fracture mechanics approach and discrete element models. The results showed that test specimens with less percent air voids performed better than the ones with higher percent air voids. In addition moisture-conditioned specimens performed worse than the dry ones at the same compaction levels. Furthermore, guidelines were developed to assist in predicting the compactability in the field based on laboratory measurements during the mixture design stage and to improve the field compaction. KW - Air voids KW - Asphalt mixtures KW - Asphalt pavements KW - Compactibility KW - Compaction KW - Discrete element models KW - Laboratory tests KW - Pavement performance KW - Roller passes KW - Test sections KW - X-ray computed tomography UR - http://tti.tamu.edu/documents/0-5261-2.pdf UR - https://trid.trb.org/view/890713 ER - TY - RPRT AN - 01129977 AU - Ullman, Gerald L AU - Porter, Richard J AU - Karkee, Ganesh J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Monitoring Work Zone Safety and Mobility Impacts in Texas PY - 2009/05//Technical Report SP - 108p AB - In this report, Texas Transportation Institute researchers identify key work zone safety and mobility performance measures that the Texas Department of Transportation (TxDOT) should target as part of a work zone monitoring program within a district, region, or across the state. Analysis methodologies and computational procedures are presented that will yield the recommended performance measures. For mobility-based measures, researchers recommend that TxDOT target the collection of queue length and travel time delay data caused by temporary lane closures, as the congestion and delays that result from those activities are the simplest to isolate and attribute to the work activities themselves. With regard to work zone safety monitoring, researchers developed procedures that aid a district or project engineer in determining which projects are most suitable for safety monitoring via a periodic review of crash statistics occurring before and during the project. Researchers developed graphs that indicate combinations of work zone length (or work zone segment length), average daily traffic, normal crash rate, and work zone phase or project direction that will most likely allow for reasonable inferences to be made regarding the relative level of safety being maintained within the project. Researchers also developed graphs to aid field or district personnel in quickly determining whether accident frequencies being experienced during a project are within, or above, tolerance limits for that type of project on that facility. KW - Crash rates KW - Impact studies KW - Mobility KW - Monitoring KW - Performance measurement KW - Queue length KW - Texas KW - Traffic congestion KW - Traffic delays KW - Traffic queuing KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://tti.tamu.edu/documents/0-5771-1.pdf UR - https://trid.trb.org/view/890544 ER - TY - RPRT AN - 01129976 AU - Ullman, Brooke R AU - Trout, Nada D AU - Dudek, Conrad L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Use of Graphics and Symbols on Dynamic Message Signs: Technical Report PY - 2009/05//Technical Report SP - 192p AB - This project has taken a step toward defining how graphic and symbol displays can improve or assist communication with drivers. Through three human factors evaluations of alternative designs, researchers identified specific design elements that should or should not be used in graphic displays. Additionally, some of the key benefits identified for the use of graphic displays as compared to equivalent text messages are: a graphic display appears to improve the ability of drivers to identify available lanes in a problem area; the delivery of incident descriptor information (e.g., accidents or work zones) through the use of graphic symbols improves comprehension levels of non-native-language drivers (e.g., a driver whose primary language is Spanish); the viewing time required for comprehension by a non-native speaker may be shortened as a result of the use of graphics and symbols; and the use of graphics makes it possible to effectively illustrate unusual operational scenarios, such as high-occupancy vehicle lanes or adjacent toll lanes, through graphic representation of roadway geometry, logos, shields, etc. KW - Communication KW - Comprehension KW - Design KW - Graphics KW - Immigrants KW - Symbols KW - Variable message signs UR - https://trid.trb.org/view/890543 ER - TY - RPRT AN - 01129975 AU - Jung, Youn su AU - Zollinger, Dan G AU - Won, Moon C AU - Wimsatt, Andrew J AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Subbase and Subgrade Performance Investigation for Concrete Pavement PY - 2009/05//Technical Report SP - 112p AB - Recently, the Texas Department of Transportation has become increasingly aware of the rising cost associated with the use of asphalt concrete bond breakers to meet the Federal Highway Administration requirement of using a permanently stabilized, nonerodable subbase layer below the concrete slab. The main issue associated with this research is if cheaper alternatives are available for subbase construction. Subbase layers have certain functions that need to be fulfilled (one of them being constructability) in order to assure adequate pavement performance. One key aspect is resistance to erosion, and assessment of each of these functions relative to different alternatives is key to understanding the capability of different alternatives to perform adequately. In this respect, this project is to examine the design assumptions associated with each alternative and provide recommendations accordingly to include test methods and material specifications. This report describes some of the work accomplished summarizing data on subbase performance and testing relative to concrete pavement subbase and subgrade erosion. Findings from investigations are discussed to identify factors associated with erosion in the field based on various analysis methods such as load transfer efficiency (LTE), effective thickness, and ground penetrating radar (GPR). An approach to mechanistically consider the erosion process is introduced and review of current design procedures was also conducted as to how they address erosion. This review was extended to address erosion models included in the literature in terms of the relationship between measurable material properties and performance. Moreover, previous and current laboratory test methods for erosion testing are summarized and the test results of selected alternative subbase materials are discussed. Finally, the relation between k-value and slab behavior is discussed. KW - Concrete pavements KW - Design methods KW - Erosion KW - Ground penetrating radar KW - Laboratory tests KW - Load transfer KW - Load transfer efficiency KW - Pavement performance KW - Properties of materials KW - Subbase (Pavements) KW - Subbase materials KW - Subgrade (Pavements) KW - Test procedures KW - Thickness UR - http://tti.tamu.edu/documents/0-6037-1.pdf UR - https://trid.trb.org/view/890542 ER - TY - RPRT AN - 01129957 AU - Higgins, Christopher AU - Dawson, Matthew R AU - Mitchell, Mikal M AU - Sopal, Gautam AU - Senturk, Ahmet Ekin AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Environmental Durability of Reinforced Concrete Deck Girders Strengthened for Shear with Surface Bonded Carbon Fiber-Reinforced Polymer PY - 2009/05//Final Report SP - 208p AB - This research investigated the durability of carbon fiber-reinforced polymer composites (CFRP) used for shear strengthening reinforced concrete deck girders. Large beams were used to avoid accounting for size effects in the data analysis. The effort included determining the role of freeze-thaw, moisture, and fatigue on structural performance and developing analytical design procedures that account for durability. The results showed that moisture infiltration behind the CFRP, combined with freeze-thaw, was critical in reducing shear panel stiffness and shear capacity. Long-term moisture exposure alone produced only a minor decrease in shear capacity. Freeze-thaw, combined with fatigue, had little effect on shear capacity if water infiltration was minimized. Fatigue caused some debonding, but the debonding was not significant enough to affect capacity. Use of ACI-318 with ACI-440 provided conservative predicted shear strengths after environmental exposure. However, the ACI approach did not provide uniform levels of safety because the observed conservatism was built into the prediction for the unstrengthened base specimens but not for the CFRP contribution. Consequently, a recommendation of the research is to apply the environmental exposure factor at the final design step to limit the effective CFRP stress/strain. For locations with very large numbers of wet freeze-thaw cycles and extended exposure to continuous moisture, the environmental reduction factors should be reduced even further. To better predict the CFRP bond strength demands that can occur due to shear-moment interaction, a further check of the design should be made beyond those required by ACI-440. KW - Bond strength (Materials) KW - Carbon fibers KW - Debonding KW - Durability KW - Fatigue (Mechanics) KW - Fiber reinforced plastics KW - Freeze thaw durability KW - Girders KW - Reinforced concrete KW - Shear capacity KW - Shear strength KW - Strengthening (Maintenance) UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/FRP_Durability.pdf UR - https://trid.trb.org/view/890439 ER - TY - RPRT AN - 01129891 AU - Elmore, Cecilia AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Women in Science & Engineering and Minority Engineering Scholarships: Year 3: Report for 2008-2009 Activities PY - 2009/05//Final Report SP - 5p AB - Support made scholarships available to minority and women students interested in engineering and science and significantly increased the number of minority and female students that the Missouri University of Science and Technology can recruit to its science and engineering programs. Recipients of scholarships were also to be exposed to career opportunities in transportation. KW - Engineering KW - Females KW - Minorities KW - Missouri University of Science and Technology KW - Scholarships KW - Science KW - Transportation careers UR - http://utc.mst.edu/documents/ETT216_CR.pdf UR - https://trid.trb.org/view/890109 ER - TY - RPRT AN - 01129889 AU - Wu, Jingshu AU - Saunders, James AU - National Highway Traffic Safety Administration TI - Repeatability Analysis of the Forces Applied to Seat Belt Anchors Using the Force Application Device PY - 2009/05//Technical Report SP - 19p AB - The National Highway Traffic Safety Administration (NHTSA) developed a force application device (FAD) that provides a better representation of the human form than the force application blocks presently specified in the Federal Motor Vehicle Safety Standard (FMVSS) No. 210. NHTSA has also developed a repeatable seating procedure. The data and analysis presented in this report demonstrate that the forces applied to the seat belt anchor points by the FAD using the FMVSS No. 210 procedure is repeatable. Repeatability was determined using three different statistical methods. All but two channels were rated excellent. One channel was rated good and the other was rated acceptable. Overall, the FAD is considered to be repeatable. KW - Federal Motor Vehicle Safety Standards KW - FMVSS 210 KW - Force KW - Repeatability KW - Seat belt anchorage KW - Seat belts KW - Test procedures KW - Testing equipment UR - http://www-nrd.nhtsa.dot.gov/Pubs/811139.PDF UR - https://trid.trb.org/view/889975 ER - TY - RPRT AN - 01129884 AU - Chrysler, Susan T AU - Re, Jon AU - Knapp, Keith K AU - Funkhouser, Dillon S AU - Kuhn, Beverly T AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Driver Response to Delineation Treatments on Horizontal Curves on Two-Lane Roads PY - 2009/05//Technical Report SP - 162p AB - The delineation of horizontal curves on two-lane rural roads is an important component of safety improvements to reduce run-off-road and head-on crashes. This project assessed four types of vertical delineation in conjunction with edgeline markings through a closed-course nighttime driving test, a survey of drivers using video clips of curves, and a field test of vehicle performance at four sites in rural Texas. The treatments evaluated were standard post-mounted delineators with a single reflector at top and one with retroreflective material the full length of the post, standard chevrons, and chevrons with yellow retroreflective material applied the full length of the post. The results show that vertical delineation of any type improves vehicle lane position at the entry and mid-point of horizontal curves. Fully reflective post-mounted delineators improved lane position and reduced encroachment more than standard posts. The two styles of chevrons performed equally well and both showed significant speed reduction when compared to pavement markings alone. KW - Chevrons KW - Countermeasures KW - Encroachment KW - Frontal crashes KW - Highway curves KW - Horizontal curvature KW - Lane position KW - Post-mounted delineators KW - Ran off road crashes KW - Retroreflective materials KW - Retroreflectors KW - Rural highways KW - Two lane highways UR - http://tti.tamu.edu/documents/0-5772-1.pdf UR - https://trid.trb.org/view/889989 ER - TY - RPRT AN - 01129876 AU - Feyen, Robert G AU - Eseonu, Chinweike I AU - University of Minnesota, Duluth AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Identifying Methods and Metrics for Evaluating Interagency Coordination in Traffic Incident Management PY - 2009/05//Final Report SP - 96 AB - One role of state-level Departments of Transportation (DOT) is traffic incident management (TIM): managing incidents that impact traffic flow on interstate highways and involving multiple agencies (e.g., police, fire). This study found DOTs collect basic TIM performance measures (e.g., lane clearance times), but many do not record additional measures, consistently review the collected data or analyze it unless needed to answer specific questions. Since performance evaluation of interagency coordination is one area of TIM in which little success has been attained (FHWA, 2003), process improvement methods from operations management may prove useful. To illustrate, interagency incident response for a disabled vehicle (no injuries or property damage) is modeled as a process in which appropriate resources (e.g., state police, tow) must coordinate to safely remove the vehicle and restore normal traffic flow. Completing these events requires the resources to perform specific functions, each taking more or less time depending on various factors (e.g., weather, time of day). Response time data can highlight geographic areas or process segments with highly variable event times, leading to investigation and recommendations to reduce variability and, ultimately, traffic delays. Based on this approach, recommendations are made for data collection and analysis of appropriate TIM performance measures. KW - Coordination KW - Data collection KW - Incident management KW - Interagency relations KW - Interstate highways KW - Metrics (Quantitative assessment) KW - Performance measurement KW - Recommendations KW - State departments of transportation KW - Traffic incidents UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1118 UR - https://trid.trb.org/view/889976 ER - TY - RPRT AN - 01129537 AU - Hartt, William H AU - Powers, Rodney G AU - Presuel-Moreno, Francisco AU - Paredes, Mario A AU - Simmons, Ronald AU - Yu, Hui AU - Himiob, Rodrigo AU - Virmani, Y Paul AU - Florida Atlantic University, Dania Beach AU - Florida Department of Transportation AU - Federal Highway Administration TI - Corrosion Resistant Alloys for Reinforced Concrete PY - 2009/05//Interim Report SP - 146p AB - Deterioration of concrete bridges because of reinforcing steel corrosion has been recognized for 4-plus decades as a major technical and economic challenge for the United States. As an option for addressing this problem, renewed interest has focused on corrosion resistant reinforcements, stainless steels in particular. The present research study was performed jointly by Florida Atlantic University and the Florida Department of Transportation to evaluate reinforcements of this type. These included solid stainless steels 3Cr12 (UNS-S41003), 2101LDX (ASTM A955-98), 2304 (UNS-S31803), 2205 (UNS 31803), two 316L (UNS S31603) alloys, two 316 stainless steel clad black bar products, and ASTM A1035 commonly known as MMFX 2. Black bar (ASTM A615) reinforcement provided a baseline for comparison purposes. Results from short-term tests and preliminary results from long-term exposure of reinforced concrete slabs were presented in the first interim report for this project. This second interim report provides longer-term data and analyses of chloride exposures that involved four different types of reinforced concrete specimens, two of which were intended to simulate northern bridge decks exposed to deicing salts and the remaining two to marine substructure elements. Three different concrete mix designs were employed, and specimen types included combinations with a (1) simulated concrete crack, (2) bent top bar, (3) corrosion resistant upper bar(s) and black steel lower bars, and (4) intentional clad defects such that the carbon steel substrate was exposed. Cyclic wet-dry ponding with a sodium chloride (NaCl) solution was employed in the case of specimens intended to simulate northern bridge decks, and continuous partial submergence in either a NaCl solution or at a coastal marine site in Florida was used for specimens intended to represent a coastal bridge substructure. The exposures were for periods in excess of 4 years. The candidate alloys were ranked according to performance, and an analysis is reported that projects performance in actual concrete structures. KW - Chloride exposure KW - Corrosion KW - Corrosion resistant alloys KW - Corrosion resistant steel KW - Deicing chemicals KW - Deterioration KW - Laboratory tests KW - Long term exposure tests KW - Marine environment KW - Performance tests KW - Reinforced concrete bridges KW - Reinforcing steel KW - Stainless steel UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09020/index.cfm UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/09020/index.cfm UR - http://ntl.bts.gov/lib/30000/30800/30842/corrosionresistant.pdf UR - https://trid.trb.org/view/889860 ER - TY - RPRT AN - 01129530 AU - Yu, Xun AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Real-time Nonintrusive Detection of Driver Drowsiness PY - 2009/05//Final Report SP - 27p AB - Driver drowsiness is one of the major causes of serious traffic accidents, which makes this an area of great socioeconomic concern. Continuous monitoring of driver drowsiness thus is of great importance to reduce drowsiness-caused accidents. This proposed research developed a real-time, nonintrusive driver drowsiness detection system by building biosensors on the automobile steering wheel and driver’s seat to measure driver’s heart beat signals. Heart rate variability (HRV), a physiological signal that has established links to waking/sleepiness stages, is analyzed from the heart beat pulse signals for the detection of driver drowsiness. The novel design of measuring heart beat signal from biosensors on the steering wheel means this drowsiness detection system has almost no annoyance to the drivers, and the use of a physiological signal can ensure the drowsiness detection accuracy. KW - Biosensors KW - Drowsiness KW - Fatigue (Physiological condition) KW - Heart rate KW - Monitoring KW - Sensors KW - Traffic crashes UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1126 UR - https://trid.trb.org/view/889927 ER - TY - RPRT AN - 01129047 AU - Karim, Kazi Rezaul AU - Missouri University of Science and Technology, Rolla AU - Research and Innovative Technology Administration TI - An Integrated Damping and Strengthening Strategy for Performance-Based Seismic Design and Retrofit for Highway Bridges PY - 2009/05//Final Report SP - 187p AB - In this study, a damping-enhanced strengthening (DES) strategy was introduced to retrofit bridge structures for multiple performance objectives. The main objectives of this study are (1) to numerically demonstrate the effectiveness of the anchoring mechanism of a constrained damping layer in the proposed DES system, and (2) to evaluate the performances of a highway bridge retrofitted with a DES retrofit technique of viscoelastic (VE) damping and carbon-fiber-reinforced-polymer (CFRP) strengthening components that are nearly independent under weak earthquakes but strongly coupled under strong earthquakes. The effects of various constrained surface damping layers on the responses of simply-supported beams and cantilevered columns were first investigated analytically. An emphasis was then placed on the development of a finite element modeling technique to simulate the effect of a distributed VE damping layer on the responses of columns. Finally, the DES strategy was applied to retrofit the Old St. Francis River Bridge columns. Both operational and safety performance objectives of the bridge were evaluated with pushover analyses under earthquakes of various magnitudes. An anchored constrained damping layer was found several times more effective than a conventional constrained layer, particularly when covering 20-80% of the column height. To meet the two performance objectives, the Old St. Francis River Bridge columns must be wrapped with three plies of CFRP sheets and one VE layer. The new retrofit strategy is well suited in the context of next-generation performance-based seismic design and retrofit of highway bridges and other structures. KW - Carbon fibers KW - Damping (Physics) KW - Earthquake resistant design KW - Fiber reinforced plastics KW - Finite element method KW - Highway bridges KW - Jacketing (Strengthening) KW - Pushover analysis KW - Retrofitting KW - Simulation KW - Viscoelastic materials UR - http://utc.mst.edu/documents/R165_Karim_CR.pdf UR - https://trid.trb.org/view/889360 ER - TY - ABST AN - 01461488 TI - Development of Course Design Guides for Commercial Vehicle Inspectors and Drivers in Hydrogen Safety AB - The purpose of this effort is to develop course design guides (also known as preliminary plans for instructional design) of training for the following: (1) inspectors for examining the safety of hydrogen systems on-board commercial vehicles and (2) drivers for awareness of the hazards of hydrogen systems on-board commercial vehicles. KW - Commercial vehicle operations KW - Guidelines KW - Hydrogen KW - Inspection KW - Safety KW - Training KW - Training programs KW - Vehicle safety inspections UR - https://trid.trb.org/view/1229707 ER - TY - RPRT AN - 01146756 AU - Harries, Kent A AU - Kasan, Jarret AU - Aktas, John AU - University of Pittsburgh AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Repair Method for Prestressed Girder Bridges PY - 2009/04/30/Final Report SP - 178p AB - It is common practice that aging and structurally damaged prestressed concrete bridge members are taken out of service and replaced. This, however, is not an efficient use of materials and resources since the member can often be repaired in situ. There are numerous repair techniques proposed by entrepreneurial and academic institutions which restore prestressed concrete girder flexural strength and save both material and economic resources. Of course, not all repair methods are applicable in every situation and thus each must be assessed based on girder geometry and the objectives of the repair scenario. This document focuses on the practical application of prestressed concrete bridge girder repair methods. In this document, repair methods are presented for three prototype prestressed concrete highway bridge girder shapes: adjacent boxes (AB), spread boxes (SB), and AASHTO-type I-girders (IB), having four different damage levels. A total of 22 prototype repair designs are presented. Although not applicable to all structure types or all damage levels, the repair techniques covered include the use of carbon fiber reinforced polymer (CFRP) strips, CFRP fabric, near-surface mounted (NSM) CFRP, prestressed CFRP, post-tensioned CFRP, strand splicing and external steel post-tensioning. It is the authors’ contention that each potential structural repair scenario should be assessed independently to determine which repair approach is best suited to the unique conditions of a specific project. Therefore, no broad classifications have been presented directly linking damage level (or a range of damage) to specific repair types. Nonetheless, it is concluded that when 25% of the strands in a girder no longer contribute to its capacity, girder replacement is a more appropriate solution. Guidance with respect to inspection and assessment of damage to prestressed concrete highway bridge girders and the selection of a repair method is presented. These methods are described through 22 detailed design examples. Based on these examples, review of existing projects and other available data, a detailed review of selection and performance criteria for prestressed concrete repair methods is provided. Best practices based on the study objectives are presented. KW - Carbon fibers KW - Fiber reinforced plastics KW - Girders KW - Maintenance practices KW - Prestressed concrete bridges KW - Repairing UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/Repair%20Methods%20for%20Prestressed%20Girder%20Bridges.pdf UR - https://trid.trb.org/view/906269 ER - TY - RPRT AN - 01142760 AU - Nagle, Thomas J AU - Federal Aviation Administration TI - Global Positioning System (GPS) Civil Monitoring Performance Specification PY - 2009/04/30 SP - 48p AB - This Civil Monitoring Performance Specification (CMPS) is published and maintained at the direction of the Program Manager for Civil Applications, Global Positioning Systems Wing (GPSW). The purpose of this document is to provide a comprehensive compilation of requirements for monitoring the GPS civil service and signals based on top level requirements to monitor all signals all the time. Upon approval this CMPS will be used by the GPS community to determine the adequacy of civil monitoring and provide focus for any needed monitoring improvements. This CMPS defines a set of metrics for assessing GPS performance against standards and commitments defined in official U.S. Government documents such as the Standard Positioning Service Performance Standard, the Navstar GPS Space Segment/Navigation User Interfaces (IS-GPS-200), Navstar GPS Space Segment/User Segment L5 Interfaces (IS-GPS-705), and Navstar GPS Space Segment/User Segment L1C Interfaces (IS-GPS-800). This CMPS will be revised to track changes in these key reference documents. The implementation of a system that satisfies these requirements will allow operations as well as users to verify that civil GPS performance standards and commitments are achieved. To the extent practicable, each metric defined is traceable to one or more specifications or commitments of performance. In cases where the metric is an indirect measurement of performance, the connection between the metric and the standard is explained and the threshold and/or goal necessary to achieve acceptable performance provided. This document also defines the scope and range of monitoring needs not directly traceable to the key reference documents but expected by civil users. These needs include the ability of the service to detect defects in signal and data, the rapid report of anomalous service behavior to satellite operations for resolution, and notification to users of the causes and effects of such anomalies for their various service types (e.g., positioning, timing, and navigation). This CMPS also addresses the need for archives of key data and events to support future improvements in GPS service and to respond to external queries about actual GPS service levels. This CMPS addresses the current L1 C/A signal and the GPS Standard Positioning Service (SPS) provided via that signal. It also includes the planned L1C, L2C, and L5 signals along with semi-codeless use of the GPS signals. This performance specification is not intended to state how civil monitoring will be implemented nor does it address the monitoring system architecture. The purpose of this CMPS is to provide the current requirements for monitoring of the civil service and signals for use by the U.S. Government in planning GPS development efforts. As a result, many of the requirements contained in this CMPS may be incorporated into the next generation operational control system (OCX), while other requirements may be allocated to other government entities for implementation. KW - Automated vehicle control KW - Global Positioning System KW - Highway operations KW - Monitoring KW - Navigational aids KW - Navstar system KW - Real time information KW - System architecture KW - User interfaces (Computer science) UR - http://pnt.gov/public/docs/2009/CMPS2009.pdf UR - https://trid.trb.org/view/903041 ER - TY - RPRT AN - 01141669 AU - Persad, Khali R AU - Loftus-Otway, Lisa AU - Harrison, Robert AU - Chi, Seokho AU - Franco, Patricia AU - Singh, Prakash AU - Cruz-Ross, Alejandra AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - In-Depth Analysis of the JACK Model PY - 2009/04/30 SP - 199p AB - Recently, as part of a comprehensive analysis of budget and funding options, a Texas Department of Transportation (TxDOT) special task force has examined the agency’s current financial forecasting methods and has developed a model designed to estimate future State Highway Fund revenues and expenditures. The Joint Analysis using Combined Knowledge (JACK) model is capable of projecting future TxDOT revenues and expenditures. One part of the model includes estimation of revenue diversions. This report provides an in-depth analysis of the JACK model. KW - Expenditures KW - Financing KW - Forecasting KW - Highways KW - Long range planning KW - Mathematical models KW - Revenue diversion KW - Revenues KW - Texas KW - Texas Department of Transportation UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6395_P3.pdf UR - http://ntl.bts.gov/lib/31000/31300/31300/0_6395_P3.pdf UR - https://trid.trb.org/view/902144 ER - TY - RPRT AN - 01128976 AU - Federal Highway Administration TI - Coordinating, Planning and Managing the Effects of Roadway Construction with Technology PY - 2009/04/30/White Paper SP - 4p AB - Construction projects can increase traffic delays and lead to more crashes, putting travelers and workers at risk. It will be crucial for state and local departments of transportation (DOTs) to coordinate work zone planning and operations to avoid undue burdens on the traveling public and ensure safe and efficient traffic flow through or around individual work zones. Already, the U.S. DOT has developed guidance on the selection and use of work zone modeling and analysis tools that can assist construction project leaders in designing more efficient work zones as well as choosing among the various intelligent transportation system (ITS) options for work zone operations. In fact, there are numerous cost-effective technology applications available to state and local DOTs that can be rapidly deployed to improve work zone safety and mobility. This paper highlights work zone ITS solutions and identifies resources for more information on work zone ITS. KW - Intelligent transportation systems KW - Road construction KW - Traffic delays KW - Traffic safety KW - Work zone safety KW - Work zone traffic control UR - http://www.its.dot.gov/press/2009/WorkZone_QRv5%205.pdf UR - https://trid.trb.org/view/889296 ER - TY - RPRT AN - 01128897 AU - Department of Transportation TI - GPS Civil Monitoring Performance Specification PY - 2009/04/30 SP - 48p AB - The purpose of civil monitoring is to ensure that civil GPS performance standards are achieved, to aid satellite operations in minimizing adverse impacts to users, and to assess the level of performance of the GPS SPS. Civil monitoring is not intended to provide application specific monitoring such as those employed in providing safety of life integrity monitoring services. In support of its objectives, this CMPS provides a set of metrics for measuring GPS performance relative to standards defined in U.S. Government policy and high-level system definitions KW - Global Positioning System KW - Measurement KW - Monitoring KW - Performance KW - Radio navigation KW - Satellite navigation systems KW - Specifications UR - http://www.gps.gov/technical/ps/2009-civil-monitoring-performance-specification.pdf UR - https://trid.trb.org/view/888910 ER - TY - ABST AN - 01464197 TI - Bridge System Safety and Redundancy AB - A good quantification of redundancy is not currently available to bridge engineers. Construction costs may be needlessly high on some bridges due to member redundancy, and less redundant existing structures may go unidentified. Redundancy, operational importance, and ductility can be considered during design by using load modifiers from the AASHTO LRFD Bridge Design Specifications ranging from 0.95 to 1.05 each. However, such factors should be better specified according to system type, and should be on the resistance side of the equation. A framework for evaluating redundancy in highway bridges is described for superstructures in NCHRP Report 406. For superstructures, a "system factor" between 0.8 and 1.2 is applied based on the girder spacing and number of girders in the system. However, the charts are limited to steel and pretensioned I-beam-slab bridges, and only a small general bonus is given for diaphragms. An alternative methodology is provided to generate the system factor using nonlinear analysis and incrementally increasing the HS20 load, but ability to transmit load longitudinally is still not addressed. Similarly, substructure redundancy is addressed in NCHRP Report 458. System factors are provided for confined and unconfined 2- and 4-column piers; spread footings, drilled shafts, and piles in various soil types. A direct redundancy analysis procedure is also provided. Any ability of the superstructure to enhance the substructure redundancy is ignored. The quantification of redundancy in highway bridge structures is necessary before reliability-based non-collapse criteria can be developed for blast loads, ship-impact, storm surges, or seismic-force effects. A fresh approach is needed to merge past efforts that developed super- and substructure redundancy independently, to quantify the transfer of lateral loads in the superstructures inclusive of multi-cell cross-sections, and to consider the affect of superstructures on substructure redundancy especially in the case of framed structures and super-substructure connections made fixed for live load. The objective of the research is to combine the techniques presented in NCHRP Reports 406 and 458; expand the work to include lateral loads on superstructures, framed systems, single- and multi-cell boxes; and demonstrate the suitability of the proposal within the framework of the previously defined ultimate (strength), functionality (service), and damaged ultimate (collapse) limit states. The following tasks are envisioned: (1) Review NCHRP Reports 406 and 458, as well as Interims to the LRFR Manual for System Factors in Segmental Bridges. Do a literature search to see if any other related studies have since been done. (2) Expand on how the quantity and quality of intermediate and end diaphragms in the superstructure play a role in redundancy. (3) Expand to include single- and multi-cell cross-sections where member resistance may or may not be relevant since a "whole-width" design is often done. (4) Make any necessary updates to the functionality limit state for the recent displacement-based "LRFD Guidelines for Seismic Design of Bridges." (5) Develop a methodology for accessing the redundancy in both the super- and substructure when the superstructure contributes to the substructure's lateral load resistance. (6) Perform parameter studies to show that results are reasonable for all structure types, regardless of girder spacing, number of girder webs, number of substructure units, etc. (7) Develop a list of design examples to illustrate the proposed methodology for three limit states and structure types. List to be approved by project panel. (8) Prepare draft specification changes for both design and rating. (9) Present findings to the AASHTO SCOBS T5 Loads and Load Distribution Committee. The ability to quantify "additional" capacity in bridges due to system redundancy is crucial in understanding bridge performance when subjected to malicious attack, vessel collision, earthquake, or storm surges. Bridge Owners need this information to help determine which existing bridges are most vulnerable due to lack of redundancy, and how to provide adequate redundancy in new bridges.
KW - AASHTO LRFD Bridge Design Specifications KW - Bridge design KW - Bridge engineering KW - Bridge safety KW - Bridge substructures KW - Bridge superstructures KW - Highway bridges KW - Redundancy UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2716 UR - https://trid.trb.org/view/1232425 ER - TY - RPRT AN - 01537877 AU - Albuquerque, Francisco Daniel B. AU - Sicking, Dean L AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Safety Treatments For Roadside Culverts TR-517 PY - 2009/04/24/Final Report SP - 200p AB - Roadside cross-drainage culverts have been found to impact vehicle accident injury levels. Designers have commonly used three safety treatments to protect errant drivers from culvert accidents. These treatments have included: culvert extension, guardrail installation and grating. In order to define which safety treatment is the most appropriate, benefit-cost analysis has used accident cost reduction to estimate societal gains earned by using any safety treatment. The purpose of this study was to estimate accident costs for a wide range of roadway and roadside characteristics so that designers can calculate benefit/cost ratios for culvert safety treatment options under any particular scenario. This study began with conducting a parametric study in order to find variables which have significant impact on accident cost changes. The study proceeded with highway scenario modeling which included scenarios with different values for combinations of roadway and roadside variables. These variables were chosen based upon findings from the parametric study and their values were assigned based upon highway classification. This study shows that the use of different culvert safety treatments should be flexible to roadway and roadside characteristics. It also shows that culvert extension and grating were the safety treatments found to produce the lowest accident costs for all highway scenarios modeled. Therefore, it is believed that the expanded adoption of culvert extension and culvert grates can improve overall highway safety. KW - Benefit cost analysis KW - Culvert extensions KW - Culverts KW - Grates KW - Guardrails KW - Highway safety KW - Roadside UR - http://publications.iowa.gov/13615/1/TR-517_Final.pdf UR - https://trid.trb.org/view/1323587 ER - TY - RPRT AN - 01154202 AU - Albuquerque, Francisco Daniel B AU - Sicking, Dean L AU - Lechtenberg, Karla A AU - University of Nebraska, Lincoln AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluation of Safety Treatments for Roadside Culverts PY - 2009/04/24/Final Report SP - 200p AB - Roadside cross-drainage culverts have been found to impact vehicle accident injury levels. Designers have commonly used three safety treatments to protect errant drivers from culvert accidents. These treatments have included: culvert extension, guardrail installation and grating. In order to define which safety treatment is the most appropriate, benefit-cost analysis has used accident cost reduction to estimate societal gains earned by using any safety treatment. The purpose of this study was to estimate accident costs for a wide range of roadway and roadside characteristics so that designers can calculate benefit/cost ratios for culvert safety treatment options under any particular scenario. This study began with conducting a parametric study in order to find variables which have significant impact on accident cost changes. The study proceeded with highway scenario modeling which included scenarios with different values for combinations of roadway and roadside variables. These variables were chosen based upon findings from the parametric study and their values were assigned based upon highway classification. This study shows that the use of different culvert safety treatments should be flexible to roadway and roadside characteristics. It also shows that culvert extension and grating were the safety treatments found to produce the lowest accident costs for all highway scenarios modeled. Therefore, it is believed that the expanded adoption of culvert extension and culvert grates can improve overall highway safety. KW - Accident costs KW - Benefit cost analysis KW - Culvert extensions KW - Culverts KW - Grates KW - Guardrails KW - Highway safety KW - Roadside KW - Traffic crashes UR - http://www.iowadot.gov/research/reports/Year/2009/fullreports/TR-517%20Final.pdf UR - https://trid.trb.org/view/915770 ER - TY - ABST AN - 01461887 TI - National Technical Assistance Center for Parks and Public Lands AB - The objective of this project is to create a national technical assistance center that provides federal land managers with easy and expedient access to technical support, training and information on alternative transportation issues and resources. KW - Information technology KW - National parks KW - Public land KW - Research projects KW - Technical assistance KW - Technical support KW - Training programs UR - http://www.westerntransportationinstitute.org/research/4w2651.aspx UR - https://trid.trb.org/view/1230107 ER - TY - ABST AN - 01464465 TI - Factors Related to Serious Injury and Fatal Motorcycle Crashes with Traffic Barriers AB - Motorcycle riders now account for more fatalities than the passengers of any other vehicle type involved in a guardrail collision. In 2005, motorcycle riders accounted for 42% of all fatalities resulting from a guardrail collision. Following motorcycle riders were car occupants with 32% of all fatalities in this crash mode. This is particularly surprising as cars compose over half of the vehicle fleet (55%) while motorcycles compose only 3% of the registered vehicles. In terms of fatalities per registered vehicle, motorcycle riders are dramatically overrepresented in number of fatalities resulting from guardrail impacts. Before the motorcycle-barrier problem can be addressed, there is a critical need to better understand the nature of the problem. Unlike passenger cars, however, there is virtually no in-depth crash investigation data describing motorcycle crashes. The most in-depth study, the Hurt Report, is based upon crash data that is now over 25 years old, and no longer adequately reflects either the motorcycles or barriers currently on the highways. Needed is a new in-depth investigation of serious and fatal motorcycle crashes into roadside barriers, which determines the characteristics of the driver, barrier, motorcycle, and roadway that control the incidence and outcome of motorcycles crashes. Cable barrier provides an example of a very effective barrier system, which is threatened by this lack of in-depth crash data. Motorcycle activist groups perceive cable barrier as a particular threat to motorcyclists referring to this barrier design as "cheese cutter." Both in the United States and overseas, these groups have actively lobbied for a ban on this type of barrier. In Norway and the Netherlands, these groups have succeeded in exerting sufficient political pressure to have cable barrier banned. To date however, there is little evidence to either support or refute the claims that cable barrier is more dangerous than w-beam barrier. Likewise, the lack of crash data prevents any understanding of injury mechanisms in motorcycle-barrier collisions. As an example, impacts into guardrail have been found to be much more dangerous than impacts into concrete barrier. It has been theorized that this difference in fatality risk may be because guardrail posts carry an extra risk to motorcyclists. Under this theory, there is a need to pad or otherwise protect the motorcyclist from the posts. An alternate theory however is that the difference may be related to impact speed. The conjecture is that crashes into guardrail impact may occur at a higher speed than crashes into concrete barrier, and post padding would have little effect. Without in-depth crash investigations, it is not possible to determine which theory is correct. Equally important to reducing the motorcyclist-barrier fatalities is the need to continue protecting passenger car occupants who are involved in barrier collisions. Programs such as NCHRP 350 crash testing have established an admirable record of safely redirecting errant vehicles onto the road without undue occupant risk. Any suggestion that cable or any other type of barrier should be removed to protect motorcyclists is unacceptable. Rather what are needed are barrier designs, safety programs, and research that can extend the safety record of barrier performance in car collisions to also encompass motorcyclists. Serious injury motorcycle crashes are increasing. A significant number of these involve a motorcyclist that hits a traffic barrier. However, it is unclear if the impact with the barrier is the most significant event involved in the injury. It may be possible that severe injuries occur in events prior to the impact with the barrier (such as an automobile impact with the motorcyclist or the motorcyclist hitting the pavement). It is also possible that vehicle improvements or improved training and enforcement may have a greater effect on the reduction of these crashes. This research will help direct the focus of efforts to improve safety for motorcyclists on the nation's highways. The objective of this research project is to identify characteristics involved in serious injury and fatal motorcycle collisions with traffic barriers. It is anticipated that this research will (1) conduct a literature search for previous research on this topic; (2) develop an evaluation plan that will result in a statistically significant sample of serious injury crashes between motorcyclists and traffic barriers; (3) conduct an in-depth investigation of serious and fatal motorcycle crashes into roadside barriers including driver (age, alcohol, injury outcomes), crash (speed, angle, sliding/nonsliding), barrier (cable, w-beam, impact location), roadway (highway geometrics, pothole), vehicle (make and model of m/c), and environment (day/night, wet/dry, oil); (4) identify crash characteristics where it may be beneficial to further explore countermeasures; and (5) produce a project report detailing the findings from this research. KW - Cable barriers KW - Crashes KW - Fatalities KW - Guardrails KW - Motorcycle crashes KW - Motorcyclists KW - Risk assessment UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2516 UR - https://trid.trb.org/view/1232695 ER - TY - ABST AN - 01462519 TI - Environmental Optimization of Aircraft Departures: Fuel Burn, Emissions, and Noise AB - Many airports recommend that aircraft operators use Noise Abatement Departure Procedures (NADP) to reduce the impact of noise on their neighboring communities. However, such procedures may result in adverse interdependent environmental effects, such as increased fuel burn and emissions. With the potential of significantly quieter aircraft being introduced in the near-future, optimizing or even eliminating the need for NADPs may enable substantial savings in fuel burn and exhaust emissions reduction while ensuring no noise increase (or even decrease) for communities near airports. In addition, the change to more direct routing can enable increased capacity at the airports due to more efficient use of airspace near the airports. The recent focus on CO2 as a climate change driver has brought added attention to aircraft fuel consumption. The efforts to reduce fuel consumption can be broadly put in two categories which are aircraft/engine design improvements and air traffic optimization. Within air traffic optimization, most of the effort has been focused on cruise. This proposal focuses on the take-off procedures that affect airports and airport communities more directly. For air traffic optimization, the NextGen focus has rightly been on reducing flight time. Reduced flight times generally translate into aircraft engines burning less fuel and emitting fewer pollutants. Since most of the flight time is spent in cruise, optimization of en-route or cruise tracks has been the focus of a majority of these efforts. However, the fuel consumed during cruise is typically less than 50% of the total fuel burn for a short range aircraft. The near-airport operations (arrivals and departures) have received less attention despite the potential for considerable fuel savings especially during take-off and climb to cruise. For arrivals, FAA has worked with airports, airlines and academia to study CDAs (Continuous Descent Arrivals), which simultaneously reduce fuel burn, emissions, and noise. The most attractive feature of CDA's from an environmental perspective is that there is no trade-off involved between emissions and noise--both decrease. For departures, however, the physical principles make this win-win (for emissions and noise) scenario difficult from an operational perspective. However, as quieter aircraft are introduced into service, we may have an opportunity to optimize departures to balance the impacts of noise and emissions. Given the limited efforts to date on environmental optimization of aircraft departures, this project can address the gap and provide a tool to help regulators and airports make environmentally optimal decisions. In summary, significantly quieter aircraft designs will enable direct flight tracks while keeping the same or reduced noise exposure to communities around airports. Quantification of the trades and benefits in fuel burn savings and airport capacity increase is a critical first step toward potential implementation of more environmentally friendly departure procedures. The prime objective of this research is to model and quantify (a) the reductions in source emissions (including fuel burn) and (b) the increase in air traffic capacity that can be achieved by optimizing noise abatement departure procedures for the next generation of quiet aircraft with the constraint that noise exposure remains the same or is reduced for communities around airports. Given the limited efforts to date on environmental optimization of aircraft departures, this project can address the gap and provide a tool to help regulators and airports make environmentally optimal decisions. Another important output of the analysis would be identifying the source noise reduction required to completely eliminate noise abatement departure procedures in order to maximize fuel burn savings.
 
KW - Aircraft exhaust gases KW - Aircraft noise KW - Airport operations KW - Arrivals and departures KW - Climate change KW - Environmental impacts KW - Environmental protection KW - Fuel burn KW - Fuel consumption KW - Noise KW - Noise control KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2575 UR - https://trid.trb.org/view/1230740 ER - TY - ABST AN - 01464471 TI - Calibration of LRFD Concrete Bridge Design Specifications for Serviceability AB - The American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications represent an improvement in bridge design practice over past AASHTO specifications. A primary advantage of the LRFD is uniform reliability at the strength limit state, which was achieved by statistical calibration. Nevertheless, it was only possible to calibrate the service and fatigue limit states to past practice using engineering judgment and this process does not achieve uniform reliability. Although the lack of uniform reliability for these limit states affects both steel and concrete bridges, this project focuses on concrete bridges. To assure that uniform reliability is achieved for all limit states, the service and fatigue limit states need to be calibrated. The calibration shall include criteria for cracking, deformation, and concrete stresses, as well as the newly adopted fatigue provisions. Additional limit states may need to be added and calibrated to include other effects such as owner-specified design and permit vehicles, as one example. The objectives of this project are to develop new concrete service and fatigue limit states as needed, calibrate new and existing concrete service and fatigue limit states, and prepare specifications and commentary for consideration for adoption by the AASHTO Highway Subcommittee on Bridges and Structures. KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Bridge construction KW - Bridge design KW - Girders KW - Prestressed concrete bridges KW - Resistance (Mechanics) UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2508 UR - https://trid.trb.org/view/1232701 ER - TY - ABST AN - 01464398 TI - Developing Reliability-Based Bridge Inspection Practices AB - The National Bridge Inspection Standards (NBIS) mandate the frequency and methods used for the safety inspection of highway bridges. The inspection intervals specified in the NBIS require routine inspections to be conducted every 24 months, and that interval may be extended to 4 years for bridges that meet certain criteria and are approved by the Federal Highway Administration (FHWA). For bridges with fracture-critical elements, hands-on inspections are required every 2 years. The specified intervals are generally not based on performance of bridge materials or designs, but rather on experience from managing almost 600,000 bridges in the National Bridge Inventory. These inspection intervals are applied to the entire bridge inventory, but they may not be appropriate for all bridges. For example, recently constructed bridges typically experience few problems during their first decade of service and those problems are typically minor. Under the present requirements, these bridges must have the same inspection frequency and intensity as a 50-year-old bridge that is reaching the end of its service life. In the case of bridges with fracture-critical elements, newer bridges with improved fabrication processes and designs that mitigate the effects of fatigue are inspected on the same interval and to the same intensity as older bridges that do not share these characteristics. A more rational approach to determine appropriate inspection practices for bridges would consider the structure type, age, condition, importance, environment, loading, prior problems, and other characteristics of the bridge. There is a growing consensus that these inspection practices should meet two goals: (1) improving the safety and reliability of bridges and (2) optimizing resources for bridge inspection. These goals can be accomplished through the application of reliability theory. The objective of this project is to develop a recommended bridge inspection practice for consideration for adoption by the American Association of State Highway & Transportation Officials (AASHTO). The practice shall be based on rational methods to ensure bridge safety, serviceability, and effective use of resources. KW - Bridge inspection KW - Bridges KW - Fatigue (Mechanics) KW - Highway bridges KW - National Bridge Inspection Standards KW - Safety KW - Structural health monitoring UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2507 UR - https://trid.trb.org/view/1232628 ER - TY - RPRT AN - 01159763 AU - Magno, Carlos AU - Doyle, Terrence AU - Federal Highway Administration AU - Mid Region Council of Governments TI - Big I (I-40/I-25) Reconstruction and ITS Infrastructure PY - 2009/04/20/Tech Report SP - 7p AB - The New Mexico Department of Transportation (NMDOT) rebuilt the Big I interchange in Albuquerque to make it safer and more efficient and to provide better access. The Big I is where the Coronado Interstate (I-40) and the Pan American Freeway (I-25) intersect in Albuquerque, New Mexico. The original Big I was designed to support an average daily traffic (ADT) of 40,000 vehicles and was severely over capacity, experiencing an average of 1.7 crashes per day that were estimated to cost about $12 million annually (data from 1999). ADT in the interchange was approximately 300,000 vehicles prior to its redesign; the redesigned Big I has a design capacity of 400,000 ADT. The two-year project began on June 30, 2000 and involved 111 lane-miles of construction and 45 new and 10 rehabilitated bridges. For the Big I project, NMDOT employed ITS in the form of a mobile traffic monitoring and management system to help move the large number of vehicles through the extensive construction area. Mobile traffic monitoring and management systems use electronics and communications equipment to monitor traffic flow and provide delay and routing information to drivers and agency personnel. The ITS application deployed at the Big I in 2000 was used for the duration of the work zone (two years). The ITS components were deployed just prior to construction, with plans to incorporate portions of the system as part of a permanent ITS application for freeway management once construction was completed. NMDOT used ITS for this major construction project for several reasons, including: changes in traffic patterns, nighttime closures, and pre-determined alternate routes required that travelers be provided with high quality real-time information on travel route availability. The high volume of traffic moving through the Big I created great potential for congestion. NMDOT estimated that normal traffic volume had to be reduced by at least 20 percent to keep traffic moving through the Big I area. Incidents would create further congestion and require rapid response to avoid additional delays. A system was needed to provide accurate information, support quick identification of incidents, and help manage traffic through the area. The main goals of the ITS portion of the Big-I reconstruction were: (1) To provide traffic management capabilities and traffic information on traffic routing, detours, and significant incidents; (2) To minimize capacity restrictions due to incidents by more quickly identifying incidents and determining an appropriate and effective response to clear the roadway; and (3) To enhance traffic safety. The total cost of the Big I ITS infrastructure project was $1.5 million. NMDOT assumed ownership of all the ITS components at the end of the construction project. KW - Advanced traveler information systems KW - Highway traffic KW - Highway traffic control KW - Incident management KW - Intelligent transportation systems KW - ITS program technologies KW - New Mexico KW - Real time information KW - Reconstruction KW - Traffic flow UR - http://ntl.bts.gov/lib/32000/32500/32522/Big_I__I-40_I-25__Reconstruction_and_ITS_Infrastructure.pdf UR - https://trid.trb.org/view/920263 ER - TY - CONF AN - 01583542 AU - University of Minnesota, Twin Cities AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration AU - Transportation Research Board AU - National Cooperative Highway Research Program TI - 2009 CEO Leadership Forum: Performance-Based Management in State DOTs: A Summary Report PY - 2009/04/19 SP - 34p AB - The fourth CEO Leadership Forum for State departments of transportation (DOTs), held April 19 through 21, 2009, centered on expanding the use of performance-based measurement as a way to achieve greater transparency and make efficient use of limited resources. The discussion focused on four areas: (1) Current trends, (2) Leadership experiences, (3) Best practices, and (4) Research and other initiatives for the American Association of State Highway and Transportation Officials (AASHTO), the Transportation Research Board (TRB), and the Federal Highway Administration (FHWA). Prior to the event, Cambridge Systematics surveyed the States to determine the degree to which States were using performance-based management and to find examples of best practices. The results of the survey were compiled into a white paper and used as background for discussion. A summary of the white paper is included in this document. U1 - 2009 CEO Leadership ForumMinneapolis,Minnesota,United States StartDate:20090419 EndDate:20090421 KW - Best practices KW - Leadership KW - Management KW - Performance KW - State departments of transportation KW - Surveys UR - https://trid.trb.org/view/1376114 ER - TY - ABST AN - 01467990 TI - Drag Reduction Proof of Principal Research AB - The dust suppression project that was funded last year through the University Transportation Centers (UTC) 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 - Fuel conservation KW - Fuel savings KW - Testing KW - Tractor trailer combinations KW - Trucks KW - Wind tunnels UR - https://trid.trb.org/view/1236226 ER - TY - ABST AN - 01464108 TI - Research for AASHTO Standing Committee on Highways. Task 266. Development of an Alternative Calibration Method for AASHTO T 153 AB - The objective of the research is to incorporate an alternative calibration method into AASHTO T 153 that will not use hazardous materials, yet will provide the level of accuracy and precision obtained by the current method. The researchers concluded that mechanical devices can be use to measure and calibrate Blaine cells with sufficient precision to allow users to conduct measurements without the need to handle mercury, and proposed changes to AASHTO Test Method T 153 to allow use of physical measurements. The report has been forwarded to AASHTO staff to make it available to the chair and members of the AASHTO Highway Subcommittee on Materials, and to consider adoption of the recommended changes. KW - Accuracy KW - Alternatives analysis KW - American Association of State Highway and Transportation Officials KW - Calibration KW - Hazardous materials KW - Precision KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2479 UR - https://trid.trb.org/view/1232336 ER - TY - ABST AN - 01563880 TI - Updating U.S. Precipitation Frequency Estimates for the Michigan and Wisconsin AB - The purpose of this study is to determine annual exceedance probabilities (AEP) and average recurrence intervals (ARI) for durations ranging from 5 minutes to 60 days and for ARIs from 1 to 1,000 years. The point estimates will be spatially interpolated to a spatial resolution of approximately 4km x 4 km. The study results will be published as volumes of National Oceanic and Atmospheric Association's (NOAA) Atlas 14, a wholly web based publication available at www.nws.noaa.gov/ohd/hdsc. The publication will include the artifacts provided in Volumes 1 and 2 including access through the Precipitation Frequency Data Server, base grids in standard formats, electronic copies of maps, results of trend analyses, charts of seasonal distributions and probabilistic temporal distributions, and detailed documentation. Updated areal reduction factors are being developed as a separate appendix to NOAA Atlas 14 for the entire U.S. including Alaska. The project will review and process all reasonably available rainfall data. It is recognized that the rainfall data archived by NOAA's National Climatic Data Center (NCDC) may not be sufficient to accomplish the objectives of this project. Therefore, other data available from sources such as State Climatologists and other Federal, State and local agencies will be examined and included if appropriate. The state of the art techniques and processes developed and applied for NOAA Atlas 14 Volumes 1 and 2 will be applied. They include regional frequency analysis based on L-moments including error estimates, a combination of PRISM based techniques and CRAB for spatial interpolation, techniques for the analysis of climatic trend, temporal distribution and seasonality, internal consistency checks and variety of automated processes designed to enhance productivity. Intermediate results in the form of hourly and daily estimates at several ARIs will be distributed for peer review as will the final documentation. KW - Data collection KW - Data documentation KW - Michigan KW - Precipitation (Meteorology) KW - Rainfall KW - U.S. National Oceanic and Atmospheric Administration KW - Wisconsin UR - http://www.pooledfund.org/Details/Study/436 UR - https://trid.trb.org/view/1354986 ER - TY - ABST AN - 01462122 TI - Google Transit Data Tool for Small Transit Agencies AB - This project will develop a tool to enter, export and host the transit data needed to participate in Google Transit, for small transit agencies to input their transit data. While mid to large size transit agencies often have the resources to provide Google Transit data feeds in accordance with the Google Transit Feed Specification (GTFS), many small transit agencies do not have the required resources to enter, export, and host the required transit data feed or do not have their data in the required format. This tool will be made available in the form of a Web application and released under an open source software license. That will provide for the resulting tool to be open and transferable. The tool is expected to be made available in two configurations. The transit users can choose which configuration best fits their needs and circumstances:(1) hosted configuration, which minimizes the equipment requirements for the transit agency user to a personal computer with Internet access; (2) local Web application installation, by the transit agency user. This Web application could be downloaded from the project Web site. The Web application architecture will be innovative as it is platform-independent (MS Windows, Linux, or others), as well as independent of which database management system (SQL Server, MySQL, or others) is used.In this configuration option, hosting of GTFS data feeds would be provided by the transit agency. This project will include Web application implementation and transit agency user application testing.Once the software design has been verified and validated, the transit agency user application will be hosted at the contractors site. The Web application will be designed to allow transit agency participants access to the user application.The product data feed out will also be available for others to use on another organizations server.The Web application will be available to others. Web-based trip planners are used in providing passenger information, which help gain and retain transit passengers. Even though Google does not charge transit agencies for the Google Transit Web-based trip planner, there is still effort and cost for transit agencies to provide GTFS data feeds to Google. Databases required to provide GTFS data feeds are typically out of reach for many small transit agencies, due to costs, training needs, or the complexity of the solution. The project results are expected to reduce the cost and effort for providing GTFS data feeds. There are numerous small transit agencies that can benefit from such a tool.Google Transit has received dozens of requests from such agencies.Small transit agencies would benefit from the proposed hosted Web application in the form of a tool to enter, export and host the transit data needed to participate in Google Transit in a way that is commensurate with small transit agency environments. The entry requirement for an interested transit agency to use the proposed Web application will be a personal computer with Internet access. The relevant transit data will be entered and managed by the transit agency user with the Web application. In a final step, the export and hosting of the transit data in accordance with the GTFS allows Google to collect the transit data for use in Google Transit. With this package, a small transit agency would have everything to make their schedule and route information available on Google Transit, Google Maps, and Google Earth.Should other online mapping organizations decide to include transit information in their products, it would be possible for them to use the GTFS feed. KW - Computers KW - Data collection KW - Data communications KW - Google (Firm) KW - Google Earth KW - Public transit KW - Research projects KW - Software KW - Software packages KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2695 UR - https://trid.trb.org/view/1230343 ER - TY - ABST AN - 01462121 TI - TCIP Traveler Information Pilot Project AB - This project will install and field test a TCIP-based passenger information and vehicle tracking system. This project will include testing of the system at LYNX, the transit agency in Orlando, Florida, and will demonstrate TCIP interfaces in a transit agency environment. Transit Communications Interface Profiles (TCIP) is an APTA standard that provides a means to define and implement interfaces for data exchange among transit business systems. The TCIP standard was released by APTA in the latter part of 2006. To date, such TCIP interfaces have not been implemented. This project will convert proprietary vehicle tracking data to TCIP, merge the tracking data from a bus being tracked with a TCIP-based AVL solution, and use the data from both sources to provide information to passengers via an electronic sign installed at the LYNX central station. The sign will receive bus location information for display to passengers via a TCIP interface. KW - Automatic vehicle location KW - Lynxs (Firm) KW - Orlando (Florida) KW - Public transit KW - Research projects KW - Tracking systems KW - Transit operating agencies KW - Traveler information and communication systems KW - Vehicle tracking UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2696 UR - https://trid.trb.org/view/1230342 ER - TY - ABST AN - 01462120 TI - Flexible Carpooling to Transit Stations AB - This project will investigate a flexible carpooling service intended to increase the amount of carpooling to transit stations. Increases in carpooling to transit stations could enable increases in transit ridership and improve the effectiveness of investments in parking at transit stations. Parking at transit stations often has a high capital cost and limited opportunity for expansion because of the high value of the land around many transit stations. Transit ridership is often constrained by the amount of parking at transit stations. Traditional carpooling involves pre-arrangement and commitment to being in a particular regular carpool at a particular time.  Flexible carpooling to and from transit stations will be investigated to see if it could address some of the limits of traditional carpooling to transit stations. The flexible carpooling approach operates n a similar way as the casual carpools (San Francisco, CA) and slug-lines (Washington, DC/Northern Virginia, and Houston, TX).  These operate like a taxi stand for carpoolers, with lines of people or lines of cars, and the front people getting into the front cars to go to a predetermined destination. There is no pre-commitment, and each day each participant can decide to ride, drive, or not show up, without having to inform the rest of the participants. The flexible carpooling approach to be analyzed in this project would create a more formal system (than the casual carpooling examples), with membership, pre-screening, and tracking technology, while retaining the characteristic of no pre-arrangement. To increase the utilization of parking at a given transit station, it will be necessary to first understand the usage of that parking. This project will include: surveying travel patterns of users of selected parking facilities at transit stations owned or operated by Seattle area transit agencies, including Sound Transit, King County Metro Transit, and Washington State Department of Transportation; surveying the conditions in potential flexible carpooling origin areas; choosing the optimum route for a field operating trial based on the surveys; defining a prototype flexible carpooling service; specifying a future proposed field operating trial, including budget estimates. KW - Casual carpooling KW - High occupancy vehicle lanes KW - Parking facilities KW - Public transit KW - Rail transit stations KW - Research projects KW - Transit operating agencies KW - Travel patterns UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2697 UR - https://trid.trb.org/view/1230341 ER - TY - ABST AN - 01461945 TI - Synthesis of Information Related to Airport Problems. Topic S02-05. Strategies and Financing Opportunities for Airport Environmental Programs AB - Many opportunities exist for airports and airlines to obtain funding for airport environmental projects, including well-known sources of Federal Aviation Administration funding and new sources of funding that many airport operators are unaware of and do not know how to access. Comprehensively identifying funding opportunities for airport environmental projects is critical during the current economic downturn where projects are getting cut and staff members have limited resources and time to identify available funding opportunities. The objective of this synthesis project is to provide airport operators and users with a comprehensive tool for identifying potential sources of funding for airport environmental projects. The audience for this synthesis would be airport and aviation environmental specialists and environmental project managers. Airport operators and airlines that do not have the resources or experience to identify all of the potential sources of funding would find this report particularly valuable. The synthesis report will provide airport operators with a series of funding alternatives to facilitate important environmental projects being carried out that would otherwise be postponed. The research will highlight programs that airport operators can access for funding, but other programs found of interest to airlines, concessionaires, and lessees will be included to the extent identified. The research for this project will include a review of federal and state funding opportunities for environmental projects including airport environmental projects and other environmental projects associated with transportation or other closely related industries. Any airport experience with each program will be identified. The resulting product should also provide a table of grant proposal specifics and web resources for each program identified. KW - Air traffic control facilities KW - Airport operations KW - Airport surface traffic control KW - Environmental impacts KW - Financing KW - Project management KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2827 UR - https://trid.trb.org/view/1230165 ER - TY - RPRT AN - 01159280 AU - Smith, K L AU - Rao, S P AU - Vidalis, S AU - Darter, M I AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Advanced Quality Systems: Probabilistic Optimization for Profit (Prob.O.Prof) Software PY - 2009/04/09/Final Report SP - 109p AB - Contractors constantly have to make decisions regarding how to maximize profit and minimize risk on paving projects. With more and more States adopting incentive/disincentive pay adjustment provisions for quality, as measured by various acceptance quality characteristics (AQCs), a contractor likely has to evaluate several options before selecting an optimum target quality that accomplishes this goal. The greater the number of AQCs, the more complex the assessment the contractor is required to perform, and the less intuition and experience can be relied upon. Highway agencies also need to evaluate their specifications to determine the appropriateness of the process and criteria, and to ensure that the specifications do not have any undesirable consequences. If, for example, an agency learns that there is an economic benefit for contractors to construct pavements at substandard quality levels because of inadequate disincentives, then the agency may need to adjust the specification pay schedule accordingly. Prob.O.Prof 2.0 is a newly developed software tool that can be used by contractors and agencies alike to make keen business decisions regarding the levels of pavement quality to target. This probabilistic, Microsoft Excel®-based program is an enhancement of the original Prob.O.Prof program, developed as part of a Ph.D. dissertation at the University of Florida (Vidalis et al., 2006). It entails a major expansion of the original program through the incorporation of three additional State department of transportation (DOT) portland cement concrete (PCC) pavement specifications and the introduction of four State DOT hot mix asphalt (HMA) pavement specifications. As a result of this expansion, other forms of quality measures besides percent within limits (PWL), such as average absolute deviation (AAD), averages, and average minus standard deviation, can be evaluated, along with other AQCs and pay factor schedules. KW - Acceptance tests KW - Asphalt pavements KW - Concrete pavements KW - Decision making KW - Paving KW - Pay adjustments KW - Pay factors KW - Payment KW - Quality assurance KW - Quality control KW - Software KW - Specifications UR - http://ntl.bts.gov/lib/35000/35500/35545/FHWA-HRT-10-056.pdf UR - https://trid.trb.org/view/919857 ER - TY - ABST AN - 01464292 TI - Research for the AASHTO Standing Committee on the Environment. Task 60. Increased Use of Environmentally Preferable, Non-Toxic Products to Reduce Costs, Liabilities, and Pollution at DOT Offices, Maintenance Facilities and Rest Stops AB - Governments at all levels in the U.S. spend over $700 billion on procurement annually, comprising $1 of every $5 spent in the U.S. As large buyers with environmental stewardship responsibilities and commitments, departments of transportation (DOTs) play a role in shifting the U.S. toward sustainability and away from materials known to cause human health or environmental problems. Environmentally preferable means "products or services that have a lesser or reduced effect on human health and the environment when compared with competing products or services that serve the same purpose," according to the Instructions for Implementing Executive Order 13423 (PDF). The objective of this task is to assemble a summary of current chemical use trends and approved green products that are or could be used by DOTs for maintenance and operations. Examine if the approved green products lists can be further supplemented and build a source database of possible green products for DOTs to use. Identify products that can help reduce 1) compliance permitting, reporting and inventory requirements; 2) worker health and safety requirements, liabilities, monitoring, and concerns; 3) environmental impacts and protection requirements to carefully contain, manage, and properly dispose of hazardous materials; and 4) costs for regulatory fees and requirements, disposal and recycling fees, environmental protection measures, and worker protection. KW - Chemical properties KW - Environmental protection KW - Liabilities KW - Maintenance facilities KW - Pollution KW - Procurement KW - Products KW - Roadside rest areas UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2618 UR - https://trid.trb.org/view/1232521 ER - TY - ABST AN - 01464492 TI - Analysis of Managed Lanes on Freeway Facilities AB - Managed lanes are becoming more prevalent on freeway facilities and their operational and geometric characteristics vary greatly. While there is no nationally recognized definition of managed lanes, for the purposes of this project, managed lanes are considered to include high-occupancy vehicle (HOV) lanes, high-occupancy/toll (HOT) lanes, and express toll lanes. The Highway Capacity Manual (HCM) includes methodologies for analyzing freeway facilities but it does not address managed lanes. Some of the reasons that HCM freeway methodologies may not apply to managed lanes are: (1) unique access patterns with general purpose lanes, (2) significant speed differentials between adjacent lanes, and (3) no opportunities for passing on single managed lanes. A better understanding of the operational characteristics of freeway facilities with managed lanes is needed. Transportation agencies need information on the performance of the managed and general purpose lanes to plan the facility and determine the pricing strategy to manage demand. Including performance assessment and operational analysis of managed lanes in the HCM would greatly enhance its usefulness to engineers, designers, planners, and decision makers.  The objectives of this project are to develop methods for the performance assessment and capacity analysis of managed lanes and to develop draft material for the post-2010 Highway Capacity Manual. Through NCHRP Project 3-92, the TRB Committee on Highway Capacity and Quality of Service is developing a new edition of the HCM, scheduled for publication in 2010. It is expected that the results of NCHRP Project 3-96 will be incorporated into a subsequent edition of the HCM. KW - Freeway operations KW - Freeways KW - High occupancy vehicle lanes KW - Highway capacity KW - Highway Capacity Manual KW - Managed lanes KW - Oversaturation (Traffic flow) KW - Traffic density KW - Traffic flow UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2490 UR - https://trid.trb.org/view/1232722 ER - TY - RPRT AN - 01126875 AU - Kearney, T Scott AU - Hidalgo and DeVries, Incorporated AU - Federal Transit Administration TI - Evaluation and Documentation of the Use of Incentives & Disincentives Regarding the Procurement of Standardized Transit Buses PY - 2009/04/02/Final Report SP - 51p AB - This report focuses on the potential use of financial incentives and disincentives in an effort to induce public transit agencies to procure transit buses using a standard set of technical and commercial specifications. The project examined what effect, if any, additional financial incentives or, conversely, financial disincentives would have on public transit agency bus procurements. The result of this project will provide the Federal Transit Administration (FTA) with data it can use to determine the viability of potential funding incentives or disincentives. The primary audience for this report is the FTA, state and local transportation officials, transit bus manufacturers, and advocates of public transportation. Some of what is reported herein may already be familiar territory for many transportation professionals, but it is hoped that this report will be a useful resource when policymakers debate how to fund public transportation. KW - Disincentives KW - Financing KW - Incentives KW - Policy KW - Procurement KW - Specifications KW - Transit buses KW - Transit operating agencies UR - https://trid.trb.org/view/887705 ER - TY - ABST AN - 01575659 TI - A Forest Residue-Based Pyrolysis Biorefinery AB - Within the scope of the proposed project the deliverable results will include a feasibility analysis of a model pyrolysis biorefinery that incorporates woody biomass as a feedstock and provides both a transportation bio-fuel along with a unique polymer system. The results will help fill some of the current energy needs and provide a resin with multiple processing attributes. The novel resin can potential replace many of the formaldehyde-based thermoset resins in the wood composite industry and also create a bio-based polymer system which imparts thermoplastic properties. By using the woody biomass residuals from logging operations as the biorefinery feedstock, value can be added to the biomass and potentially offset the costs of removal required for forest fire prevention. Not only will jobs be created for the biorefinery, more rural-based jobs will be saved or increased to remove the logging residues. KW - Biomass fuels KW - Feasibility analysis KW - Logging KW - Polymers KW - Pyrolysis KW - Refining KW - Resins KW - Rural areas KW - Thermoplastic materials KW - Wood UR - https://trid.trb.org/view/1368342 ER - TY - ABST AN - 01575658 TI - Arid Land Development of Sweet Sorghum as a Renewable Feedstock AB - The desired short term benchmarks/outcomes of this project are to: (1) Demonstrate the feasibility of using tertiary-treated sewage effluent for irrigation; (2) Determine which sorghum line should be utilized in arid Southwest; (3) Improve stabilization of sweet sorghum juice as a feedstock for ethanol production; (4) Complete mass (water and nutrients), and energy balances for growth and production of sweet sorghum in arid climates; (5) Derive preliminary estimates of costs and returns of using sweet sorghum to produce ethanol; (6) Improve the efficiency of juice fermentation; and (7) Transfer technology to Pinal Energy The long term outcomes are to: (1) Work with advisory board to prioritize feedstocks for arid Southwestern US; (2) Evaluate scale up to full production size at a commercial ethanol plant; (3) Identify which phases of the production process have the greatest scope for cost reductions; and (4) Determine economic feasibility of additional production facilities in the Southwestern United States (SW). KW - Arid land KW - Biomass fuels KW - Costs KW - Ethanol KW - Feasibility analysis KW - Fermentation KW - Grasses KW - Irrigation KW - Production KW - Southwestern States UR - https://trid.trb.org/view/1368341 ER - TY - ABST AN - 01575590 TI - Camelina Improvement for Insensitivity to Residual Herbicide Activity AB - The project team expects to release a bulk population of Camelina that is resistant to three commonly used Group 2 herbicides. This population will be used by breeders and seed distributors to provide growers with seed for Camelina production with much less risk of herbicide injury. KW - Biomass KW - Herbicides KW - Plants KW - Production UR - https://trid.trb.org/view/1368244 ER - TY - ABST AN - 01575552 TI - Exploring Field Crop Biomass Sources for Use in Pacific Ethanol's Boardman Oregon Cellulosic Ethanol Plant AB - Short term outcomes will include the following: (1) assessment of the economic viability of delivering existing feed stocks from irrigated acreages to the facility in Boardman; (2) an assessment of the possibility for relay crop production to provide additional biomass from existing irrigated acreage; (3) an assessment of production efficiencies in relation to water and fertilizer use; and (4) an assessment of the potential for dryland acreage and Conservation Reserve Program (CRP) acreage to be a biomass source. If successful, the project will result in these longer-term outcomes: (1) identification of best choices for biomass crops in irrigated regions across the west that have environmental conditions similar to those in the mid-Columbia; (2) identification of general geographic information system (GIS) procedures that can be used to assess the economic viability of moving biomass material to a specific location given existing roads, fuel costs to gather and move materials, and stated feedstock values; and (3) increased acreages of feedstocks. KW - Biomass KW - Cellulose KW - Costs KW - Crops KW - Economic factors KW - Ethanol KW - Oregon KW - Plants KW - Production UR - https://trid.trb.org/view/1368105 ER - TY - ABST AN - 01575550 TI - Feasibility of Biopolymer Production in Poplar AB - The two major outcomes of this project will be two-fold: First, the research team expects to provide detailed assessment of the biological feasibility of producing Poly-ß-Hydroxybutyrate (PHB) in poplar, after assessment of three distinct genetic alternatives and several extraction procedures. Second, the team expects to provide a detailed assessment of system feasibility, including economics, environmental indicators such as net greenhouse gas impacts, and regulatory pathways. The biological studies will help to calibrate the system assessments with realistic estimates of biological production and extraction costs. Depending on the outcome of this work, industries will be in a position to evaluate whether continued development in this area, such as through field trials of production levels, is worthwhile. The research team will work closely with GreenWood Resources, the major poplar grower in Oregon and the pacific northwest, to try and make their economic assessments directly relevant to their company interests (letter of collaboration attached). KW - Biomass KW - Environmental impacts KW - Feasibility analysis KW - Greenhouse gases KW - Oregon KW - Pacific Northwest KW - Polymers KW - Production KW - Trees UR - https://trid.trb.org/view/1368089 ER - TY - ABST AN - 01575542 TI - Life Cycle, Sustainability, and Economic Analysis of Cellulosic Ethanol from Grass Straw in Pacific Northwest US AB - The deliverables from the project will be: (1) An engineering process and economic model for ethanol from grass straw that includes the effect of process scale up on natural resource consumption. (2) Life cycle assessment (LCA) and exergy analysis for the grass straw production in Pacific Northwest, specifically Willamette Valley. (3) Effect of endophytes in grass straw on ethanol yields from (4) Four peer reviewed publications (Process modeling, LCA, Exergy analysis and effect of endophyte on ethanol yields) are expected from this research. KW - Biomass fuels KW - Economic analysis KW - Ethanol KW - Grasses KW - Life cycle analysis KW - Pacific Northwest KW - Straw KW - Sustainable development KW - Willamette Valley (Oregon) UR - https://trid.trb.org/view/1368005 ER - TY - ABST AN - 01575536 TI - New Concept to Obtain Higher Yields of Pyrolytic Sugars for Ethanol Production AB - The objectives of this research project are as follows: (1) Identification of the best pretreatment and pyrolysis conditions to maximize the yield of anhydro-sugars; (2) A mathematical model that will be helpful in the design and scale up of more selective mobile pyrolysis units to produce bio-oils enriched in anhydro-sugars; (3) Identification of the best conditions to separate, hydrolyze, detoxify and ferment the pyrolytic sugars to produce ethanol; and (4) Economic analysis of the proposed concept. KW - Biomass fuels KW - Economic analysis KW - Ethanol KW - Fermentation KW - Hydrolysis KW - Mathematical models KW - Production methods KW - Pyrolysis KW - Sugar UR - https://trid.trb.org/view/1367953 ER - TY - ABST AN - 01575503 TI - Sustainable Technology Laboratory AB - Sustainable Technologies Laboratory in BEE Department was started by the research team leader with a vision to develop environmentally benign and sustainable bioprocess technologies for processing renewable bioresources. Utilizing a combination of startup funds and grants, the laboratory was equipped with high performance liquid chromatography (HPLC), carbon, hydrogen and nitrogen (CHN) Elemental analyzer, water baths, fermenters, photobioreactors, 1200 L algae pond and other miscellaneous equipment. KW - Biomass fuels KW - Laboratories KW - Renewable energy sources KW - Sustainable development UR - https://trid.trb.org/view/1367875 ER - TY - ABST AN - 01464311 TI - Research for AASHTO Standing Committee on Highways. Task 270. Application of AASHTO LRFD Specifications to Design of Sound Barriers AB - The current design criteria for sound barriers are based on the AASHTO Standard "Guide Specifications for Design of Sound Barriers" dated 1989 and interims through 2002. The content of the AASHTO Guide Specifications for design of sound barriers is not consistent with the requirements of the AASHTO LRFD bridge design specifications. The load and load combinations of the AASHTO LRFD section 3.4.1 do not conform to the ones specified in AASHTO guide specifications article 1.2.1 and 1.2.2. The vehicular impact load and load factors used for design of sound barriers adjacent to roadways are different from the ones required by LRFD Specifications.
The LRFD design guidelines for sound barriers shall include all applicable loads, load combinations, and limit states relevant to sound barriers. Primary loads for design of sound barriers are wind under strength limit state, earthquake and vehicular impact loads under extreme event limit state. The objective of this research is to develop specifications and commentary for the design of sound barriers to be incorporated in the AASHTO LRFD Bridge Design Specifications. 
KW - AASHTO LRFD Bridge Design Specifications KW - Bearing capacity KW - Bridge design KW - Earthquake resistant design KW - Sound barrier UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2598 UR - https://trid.trb.org/view/1232540 ER - TY - ABST AN - 01464286 TI - Research for the AASHTO Standing Committee on the Environment. Task 63. Transportation Corridor Environmental Management Framework AB - Integrating environmental considerations into transportation planning, design, construction, maintenance, and operations is widely recognized as a complex and challenging undertaking. Since the passage of the National Environmental Policy (NEPA) and other environmental laws in the early 1970's, transportation agencies have been developing and using a wide variety of environmental management approaches to meet a vast array of environmental goals and requirements. These environmental management approaches have largely involved assessing, avoiding, minimizing, and mitigating the potential environmental effects of proposed transportation improvement projects on a project-by-project basis during the design and construction phases of managing the transportation system. The objectives of the proposed research are to: 1) conduct a synthesis of the state-of-the practice for transportation corridor environmental management and 2) develop a framework for improving corridor environmental management.

KW - Corridors KW - Environmental impacts KW - Environmental policy KW - State of the practice KW - Transportation corridors KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2624 UR - https://trid.trb.org/view/1232515 ER - TY - ABST AN - 01462359 TI - Synthesis of Information Related to Airport Problems. Topic S10-04. Airport Energy Efficiency and Cost Reduction AB - Airports use large amounts of energy for lighting and space conditioning (heating, ventilation and air conditioning). Some airport operators have reduced operating expenses by focusing on energy efficiency, considering both energy supply and energy consumption. Some airports have used terminal roofs or land areas to host alternative energy systems. Many airports have limited or eliminated unnecessary energy use in airport facilities has proven effective in reducing airport operating expenses. This synthesis will supplement ACRP RRD 1, Model for Improving Energy Use in U.S. Airport Facilities by compiling successful practices that airports facility managers have implemented to increase airport energy efficiency and reduce airport operating costs. Because there are many more small airports with fewer discretionary funds, additional focus should be on no-cost, low-cost and moderate-cost improvements. Successful practices could include but are not limited to: (1) Strategies to reduce redundant electric lighting and use daylight when available; (2) Power wheeling and metering; (3) Strategies to minimize glare and unwanted heat gain; (4) Strategies to use natural ventilation; (5) Heat exchange, recirculation and heat trap to save space heat and air from escaping buildings; (6) Lighting controls, including occupancy sensors; (7) Light positioning; (8) Use of roof and land areas to host alternative energy arrays; (9) Operational changes such as low-cost HVAC optimization, systematic maintenance of equipment, regular O&M energy audits; (10) Energy efficient remodeling/commissioning practices; and (11) Resultant energy and cost savings resulting from efficiency improvements The target audience for this synthesis is airport facilities managers, and design and engineering professionals who have input in determining the most logical strategies for improving energy efficiency as a way to reduce costs at airport facilities. Information will be gathered by literature review and survey. Stakeholder perspectives that should be considered through survey are airport facilities managers, tenants, and facilities engineers and designers. The synthesis principal investigator will succinctly report successful practices and resulting energy and cost savings involving no-cost, low-cost and moderate-cost energy efficiency improvements that reduce airport operating expenses. KW - Airports KW - Cost reduction KW - Electric potential KW - Energy consumption KW - Energy efficiency KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2644 UR - https://trid.trb.org/view/1230580 ER - TY - ABST AN - 01462358 TI - Synthesis of Information Related to Airport Problems. Topic S06-01. Synthesis of Aviation Workforce Development Practices AB - Aviation industry leaders, including the Federal Aviation Administration, other federal and state government, airports, consultants, operators, tenants and aviation interest groups, are constantly seeking intelligent, trainable, and enthusiastic professionals to meet airport technical, operating and managerial demands. Airport operators are interested in supporting on-airport businesses in their quest to maintain an adequate workforce through recruitment and retention. Airports are also looking to provide job opportunities in their communities, in part, as a method of increasing support for the airport itself. As many of the industry's senior experts and key officials are retiring or leaving the industry, aviation professionals are competing to mentor, groom and hire the same few experienced aviation enthusiasts. Many aviation companies and schools have training and interrnship programs. Many programs partner schools, businesses and airports. This synthesis of practice will collect and report on existing, common and successful methods and resources currently available to develop and train personnel for aviation and airport professions. The synthesis also will report on additional research needed to increase the number of experienced job seekers in the aviation industry and provide the entire industry a continuous resource of interns available to mentor and aid in meeting growing workload demands. KW - Internships KW - Labor force KW - Personnel retention KW - Recruiting KW - Research projects KW - Training UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2645 UR - https://trid.trb.org/view/1230579 ER - TY - ABST AN - 01462356 TI - Synthesis of Information Related to Airport Problems. Task S09-02. Common Airport Pavement Maintenance Practices AB - The Federal Aviation Administration (FAA), under 49 USC 47105, requires that airports who accept Federal funds for airfield pavements grant assurances of preventative maintenance. Airport operators establish pavement maintenance management programs in order to comply with required grant assurances. FAA Advisory Circular 150/5380-6, Guidelines and Procedures for Maintenance of Airport Pavements, provides information on procedures for establishing a maintenance program, pavement inspection guidelines, and recommended general methods of repair for maintaining airport pavements. Currently, the Pavement Condition Index (PCI) procedure is the industry standard but may not be the method of choice for many airports. Large airports are using PCI, but few smaller airports have the staff resources or funds to develop and update PCI ratings. Less detailed and intensive rating systems exist and could be a feasible alternative for smaller airports, but those systems are not documented as thoroughly as the PCI procedure. This synthesis of airport practice would document how airports implement a pavement maintenance management program, including inspection and tracking pavement condition, scheduling maintenance, programming necessary funds, and repairing cracks and distresses in asphalt and concrete pavements. The target audiences for this report are airport pavement engineers and pavement maintenance managers and personnel. The synthesis will include a literature review and survey of airport pavement maintenance program managers to document unique success and challenges to airports. KW - Airport runways KW - Asphalt pavements KW - Concrete pavements KW - Implementation KW - Pavement Condition Index KW - Pavement cracking KW - Pavement distress KW - Pavement maintenance KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2647 UR - https://trid.trb.org/view/1230577 ER - TY - ABST AN - 01462147 TI - Synthesis of Information Related to Transit Problems. Topic SA-08. Bus Transit Fare Collection Practices AB - Transportation Research Board (TRB) Transit Cooperative Research Program (TCRP) Synthesis 26: Bus Transit Fare Collection Practices documents fixed route bus fare collection practices at selected transit agencies. Survey responses about fare policy, fare collection equipment, fare disputes, and fare evasion issues, as well as customer information and the impact of financial assistance are offered.

KW - Bus transit KW - Fare collection KW - Fare evasion KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1691 UR - https://trid.trb.org/view/1230368 ER - TY - ABST AN - 01462146 TI - Synthesis of Information Related to Transit Problems. Topic SA-09. Passenger Counting Technologies and Procedures AB - Transportation Research Board (TRB) Transit Cooperative Research Program (TCRP) Synthesis 29: Passenger Counting Technologies and Procedures summarizes information from selected transit agencies about benefits and problems associated with each passenger counting technology, as reported by current users. It also presents advice for agencies considering each technology.

KW - Bus transit KW - Passenger counting KW - Procedures KW - Research projects KW - Technology UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1692 UR - https://trid.trb.org/view/1230367 ER - TY - ABST AN - 01462145 TI - Synthesis of Information Related to Transit Problems. Topic SA-09A. Accessibility of Automated Fare Vending and Collection for Customers with Disabilities AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Research Results Digest 32: Accessibility of Automated Fare Vending and Collection for Customers with Disabilities identifies issues of accessibility to automated fare collection and vending machines by transit customers, examines the extent to which these issues arise, and describes solutions that have been implemented or identified as promising.

KW - Accessibility KW - Automated toll collection KW - Fare collection KW - Research projects KW - Ticket vending machines KW - Transportation disadvantaged persons UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1693 UR - https://trid.trb.org/view/1230366 ER - TY - ABST AN - 01462144 TI - Synthesis of Information Related to Transit Problems. Topic SA-10. Data Collection for Bus Planning and Monitoring AB -

Transportation Research Board (TRB) Transit Cooperative Research Program (TCRP) Synthesis 34: Data Analysis for Bus Planning and Monitoring reviews the state of the practice in how data are analyzed. It addresses methods used to analyze data and what computer systems are used to store and process data. It also covers accuracy issues, including measurement error, and other problems, including error in estimates.

KW - Bus transit KW - Data analysis KW - Data collection KW - Error analysis KW - Research projects KW - State of the practice UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1694 UR - https://trid.trb.org/view/1230365 ER - TY - ABST AN - 01462137 TI - Synthesis of Information Related to Transit Problems. Topic SD-02. Rail Transit Tunnel and Underground Structures Inspection Policy and Procedures AB - Transportation Research Board (TRB) Transit Cooperative Research Program (TCRP) Synthesis 23: Inspection Policy and Procedures for Rail Transit Tunnels and Underground Structures describes the current state of the practice for specific management policies and procedures and engineering/physical techniques used to inspect rail transit tunnels and underground structures. It discusses the available data on, different approaches of, and potential data inadequacies for agency rail transit tunnel inspection policies and procedures and inspection techniques. KW - Policy making KW - Rail transit KW - Railroad transportation KW - Railroad tunnels KW - Research projects KW - State of the practice KW - Subways KW - Tunnels KW - Underground structures UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1705 UR - https://trid.trb.org/view/1230358 ER - TY - ABST AN - 01462136 TI - Synthesis of Information Related to Transit Problems. Topic SE-01. Transit Bus Service Line and Cleaning Functions AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 12: Transit Bus Service Line and Cleaning Functions provides a variety of approaches to transit bus service line and cleaning functions so transit agencies can evaluate the effectiveness of their own operations. KW - Bus transfer facilities KW - Bus transit KW - Bus transit operations KW - Buses KW - Cleaning KW - Public transit KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1706 UR - https://trid.trb.org/view/1230357 ER - TY - ABST AN - 01462135 TI - Synthesis of Information Related to Transit Problems. Topic SF-01. Bus Occupant Safety AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 18: Bus Occupant Safety offers information on the current practices of transit agencies to reduce injuries to bus occupants during collisions and injuries to passengers while boarding, riding, and leaving the bus. KW - Boarding and alighting KW - Bus transit operations KW - Bus transportation KW - Passenger safety KW - Research projects KW - Vehicle occupants UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1707 UR - https://trid.trb.org/view/1230356 ER - TY - ABST AN - 01462134 TI - Synthesis of Information Related to Transit Problems. Topic SF-02. Employee Incentive Programs to Improve Transit Performance AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 3: Employee Incentive Programs to Improve Transit Performance provides an overview of current practice in employee incentive programs. Information on incentive programs that provide a one-time payment or recognition for a particular job accomplishment are presented as gleaned from survey responses from a varied group of public transit agencies. The synthesis contains observations on establishing incentive programs in public transit agencies, information on the types of incentive programs in transit organizations, and describes samples of programs in use, as well as offering general perceptions from survey recipients. KW - Improvements KW - Incentives KW - Public transit KW - Research projects KW - Transit operating agencies KW - Transit services KW - Travel surveys UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1708 UR - https://trid.trb.org/view/1230355 ER - TY - ABST AN - 01462133 TI - Synthesis of Information Related to Transit Problems. Topic SF-03. Methods for Reducing Violence and Improving Transit Security AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 21: Improving Transit Security examines the nature and extent of transit crime, effective strategies to combat problem situations, and case studies of specific control practices deemed successful by transit agency professionals (with no distinctions drawn between bus and rail modes) are discussed. KW - Bus transit KW - Public transit KW - Rail transit KW - Research projects KW - Safety and security KW - Transit operating agencies KW - Violent crimes UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1709 UR - https://trid.trb.org/view/1230354 ER - TY - ABST AN - 01462132 TI - Synthesis of Information Related to Transit Problems. Topic SF-04. Monitoring Maintenance Performance AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 22: Monitoring Bus Maintenance Performance describes current practices related to maintenance performance. The objective is to identify how maintenance performance measures drive day-to-day and strategic decisions. KW - Bus transit operations KW - Maintenance practices KW - Monitoring KW - Performance measurement KW - Public transit KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1710 UR - https://trid.trb.org/view/1230353 ER - TY - ABST AN - 01462131 TI - Synthesis of Information Related to Transit Problems. Topic SF-05. Emergency Preparedness for Transit Counter Terrorism AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 27: Emergency Preparedness for Transit Terrorism provides a useful perspective on mass transit preparedness, offering information on the current practices of selected transit agencies to prevent and respond to terrorism and acts of extreme violence. This synthesis contrasts transit perspectives to those of general service police through a review of the relevant literature KW - Countermeasures KW - Counterterrorism KW - Disaster preparedness KW - Public transit KW - Research projects KW - Safety and security KW - Terrorism KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1711 UR - https://trid.trb.org/view/1230352 ER - TY - ABST AN - 01462130 TI - Synthesis of Information Related to Transit Problems. Topic SF-06. Practices in Ensuring Employee Availability AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 33: Practices in Assuring Employee Availability presents state of the practice information about the various actions transit agencies (and other employers) have taken to help ensure the availability of quality employees in an increasingly competitive employment environment. It focuses on the practices and policies transit agencies have put in place to help minimize absenteeism at their agencies, from which other agencies may find useful applications KW - Absenteeism KW - Availability KW - Employees KW - Public transit KW - Research projects KW - State of the practice KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1712 UR - https://trid.trb.org/view/1230351 ER - TY - ABST AN - 01462129 TI - Synthesis of Information Related to Transit Problems. Topic SG-05. Managing Transit Construction Contract Claims AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 28: Managing Transit Construction Contract Claims offers information from selected transit agencies about the underlying causes of construction disputes and practices in use today to identify and resolve them before they become formal claims. The synthesis focuses on avoidance and resolution of disputes, examines ways of settling disputes at their inception, and considers the experiences of the transit industry in the use of alternative dispute resolution techniques. KW - Construction claims KW - Construction management KW - Disputes KW - Public transit KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1717 UR - https://trid.trb.org/view/1230350 ER - TY - ABST AN - 01462128 TI - Synthesis of Information Related to Transit Problems. Topic SG-06. Paratransit Contracting and Service Delivery Methods AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 31: Paratransit Contracting and Service Delivery Methods offers information from selected transit agencies about the operational practices used to provide Americans with Disabilities Act (ADA) paratransit services and identifies factors perceived by transit personnel to have influenced the selection of service delivery methodology. It focuses on the state of the practice in paratransit contracting and service delivery methods to comply with ADA paratransit provisions. KW - Americans with Disabilities Act KW - Contracting KW - Paratransit services KW - Public transit KW - Research projects KW - State of the practice KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1718 UR - https://trid.trb.org/view/1230349 ER - TY - ABST AN - 01462127 TI - Synthesis of Information Related to Transit Problems. Topic SG-08. Information Technology Update for Transit AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 35: Information Technology Update for Transit is an update of TCRP Synthesis 5: Management Information Systems, and documents the transit industry's state of the practice in information and communication technologies against a contemporary background of business practice. It is organized into the basic architectural pieces that constitute an IT plan in order to provide the essential framework for the planning process. Additionally, organizational issues and policies and market trends affecting investment in and deployment of Management Information System (MIS) technology are documented. KW - Information technology KW - Management information systems KW - Public transit KW - Research projects KW - State of the practice KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1719 UR - https://trid.trb.org/view/1230348 ER - TY - ABST AN - 01462126 TI - Synthesis of Information Related to Transit Problems. Topic SH-01. Transit-Focused Development AB - Transportation Research Board's (TRB's) Transit Cooperative Research Program (TCRP) Synthesis 20: Transit-Focused Development offers information on a variety of municipalities' and transit agencies' attitudes toward the built environment around rail stations. Policy and implementation issues, completed and unimplemented projects are discussed. KW - Built environment KW - Policy making KW - Public transit KW - Research projects KW - Sustainable development KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1720 UR - https://trid.trb.org/view/1230347 ER - TY - RPRT AN - 01563671 AU - Eigen, Ana Maria AU - Najm, Wassim G AU - Volpe National Transportation Systems Center AU - National Highway Traffic Safety Administration TI - Problem Definition for Pre-Crash Sensing Advanced Restraints PY - 2009/04 SP - 86p AB - This report presents the results of crash analyses that defined and prioritized target crashes for advanced restraint systems based on pre-crash sensors. These analyses targeted the driver and front-seat passenger 13 or older, traveling in light vehicles of model year 1998 or newer that sustained frontal damage. The focus was on occupants who suffered an injury level 3 or higher on the Maximum Abbreviated Injury Scale. Crash analyses included data queries of national crash databases from the 1997-2006 Crashworthiness Data System (CDS), 2006 General Estimates System, and 2002-2006 Fatality Analysis Reporting System. Data queries were part of the top-down analysis that identified key crash scenarios and concomitant injuries. Crash scenarios incorporated pre-crash scenarios, impact modes, and occupant restraint use. Severity of priority crash scenarios was quantified in terms of the number of fatalities and functional years lost. Moreover, injured body regions and related injury levels were expressed for each crash scenario. Based on results of top-down analysis, cases were selected from the CDS for further examination to identify the injury sources and their link to crash scenarios and severities. Only belted occupants were considered. The steering wheel had the highest contribution rate to injury in chest, head, and upper extremity body regions. Injury to the abdomen was caused predominantly by the seat belt. The instrument panel caused the highest rate of injury to the lower extremity. KW - Advanced restraint systems KW - Crash analysis KW - Crashworthiness Data System KW - Drivers KW - Fatality Analysis Reporting System KW - Front seat occupants KW - General Estimates System KW - Injury severity KW - Precrash phase KW - Sensors UR - http://ntl.bts.gov/lib/54000/54700/54796/DOT-HS_811114.pdf UR - https://trid.trb.org/view/1352968 ER - TY - RPRT AN - 01544638 AU - Ardani, Ahmad AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Utah Demonstration Project: Rapid Removal and Replacement of the 4500 South Bridge Over I-215 in Salt Lake City PY - 2009/04//Final Report SP - 61p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Utah Department of Transportation (UDOT) was awarded a $1 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge removal and replacement. This report documents accelerated bridge construction (ABC) techniques used to remove and replace the 4500 South Bridge on State Route 266 over Interstate 215 in Salt Lake City over a weekend. This report includes construction details of the bridge superstructure built offsite on temporary abutments and prefabricated and cast-in-place bridge components and substructure built under the existing bridge without interfering with traffic flow. It also discusses use of a self-propelled modular transporter (SPMT) to remove the old bridge and to replace it with a new one. Under conventional construction, the impact of this project on the traveling public was estimated at 120 days, but with the use of accelerated construction techniques, the impact was reduced to a single weekend for I-215 and 10 days for SR 266. Using an SPMT and other ABC techniques added approximately $0.81 million to the initial construction cost of the project. However, a more comprehensive economic analysis including user cost savings shows that the project saved road users about $3.24 million (or approximately 36 percent of the total project costs). Because of the success of this project, UDOT has decided to use ABC techniques more routinely on future projects and has set a goal of making ABC standard practice for all bridges by 2010. KW - Bridge construction KW - Cast in place structures KW - Costs KW - Economic analysis KW - Highways for LIFE KW - Prefabricated bridges KW - Salt Lake City (Utah) KW - Self-propelled modular transporters KW - Utah Department of Transportation UR - http://www.fhwa.dot.gov/hfl/summary/ut0409/ut_final.pdf UR - https://trid.trb.org/view/1329319 ER - TY - RPRT AN - 01516515 AU - Van Schalkwyk, John AU - Gazda, Walter AU - Green, Kevin AU - Pickrell, Don AU - Shaulov, Mark AU - Research and Innovative Technology Administration AU - National Highway Traffic Safety Administration TI - Corporate Average Fuel Economy Compliance and Effects Modeling System Documentation PY - 2009/04 SP - 123p AB - The Volpe National Transportation Systems Center of the United States Department of Transportation’s Research and Innovative Technology Administration has developed a modeling system to assist the National Highway Traffic Safety Administration (NHTSA) in the evaluation of potential new Corporate Average Fuel Economy (CAFE) standards. Based on externally-developed inputs, the modeling system estimates how manufacturers could apply additional fuel-saving technologies in response to new CAFE standards, and estimates how doing so would increase vehicle costs, reduce national fuel consumption and carbon dioxide emissions, and result in other effects and benefits to society. The modeling system can also be used to estimate the stringency at which an attribute-based CAFE standard satisfies various criteria. For example, the system can estimate the stringency that produces a specified average required fuel economy level, or that maximizes net benefits to society KW - Computer program documentation KW - Corporate Average Fuel Economy (CAFE) KW - Costs KW - Fuel conservation KW - Fuel consumption KW - Pollutants KW - Standards KW - Technological innovations KW - United States UR - http://ntl.bts.gov/lib/49000/49100/49160/811112.pdf UR - https://trid.trb.org/view/1290272 ER - TY - RPRT AN - 01470883 AU - Polivka, Alan AU - Ede, Bill Moore AU - Drapa, Joe AU - Transportation Technology Center, Incorporated AU - Railroad Research Foundation AU - Federal Railroad Administration TI - North American Joint Positive Train Control Project PY - 2009/04 SP - 84p AB - Positive train control (PTC) offers the promise of significant potential benefits in railroad safety, capacity, and efficiency. However, PTC reveals new and much more complex design issues than those encountered with conventional train control systems. This is largely because a PTC system comprises a large, distributed, real-time communications, control, and mobile computing network that embodies and enforces many of the railroad operating rules. This report summarizes key issues encountered in developing the vital North American Joint Positive Train Control (NAJPTC) system along with solutions, rationale, and results. The unique experiences gained from this project have benefited other PTC projects and have led to the inception of subsequent projects to further address issues identified. KW - Communications Based Train Control KW - Moving block control KW - Positive train control KW - Railroad capacity KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/380 UR - https://trid.trb.org/view/1238921 ER - TY - RPRT AN - 01470880 AU - Federal Railroad Administration TI - The Highway-Rail Crossing Inventory Number PY - 2009/04 SP - 4p AB - The following is extracted from the Federal Railroad Administration (FRA) National Highway-Rail Crossing Inventory Instructions and Procedures Manual dated December 1996 and updated. In 1974, an effort was undertaken to inventory and assign a unique number to all public and private highway-rail intersections and pedestrian crossings in the United States. A National Advisory Committee, having representation from all involved stakeholders, was appointed to provide technical guidelines for the implementation of the inventory program to start on January 1, 1975. A special crossing inventory numbering system was designed to reduce the possibility of error in identifying a crossing and its location, thus insuring that crossing data was recorded and identified for the correct location. A simple numeric system requiring the use of six digits followed by the alpha character at the end of the numerical sequence (a total of seven character spaces) was adopted by the National Advisory Committee. This crossing identification number was placed at all crossings on number boards, along with the "U.S. DOT-AAR" designation (the AAR designation has since been dropped at their request in 1999). KW - Identification systems KW - Inventory KW - Numbering KW - Railroad grade crossings UR - http://www.fra.dot.gov/eLib/details/L02611 UR - https://trid.trb.org/view/1238929 ER - TY - RPRT AN - 01454653 AU - Malyshkina, Nataliya V AU - Mannering, Fred L AU - Thomaz, Jose E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety Impacts of Design Exceptions PY - 2009/04//Final Report SP - 74p AB - Compliance to the Indiana Department of Transportation's (INDOT) highway design criteria is considered essential to ensure the roadway safety. However, for a variety of reasons, situations arise where exceptions to standard-design criteria are requested and accepted after review. This research explores the impact that design exceptions have on the accident severity and accident frequency in Indiana. Data on accidents at 36 roadway sites with design exceptions and 71 without design exceptions are used in this research, and appropriate statistical models are estimated for the severity and frequency of these accidents. The results of the detailed statistical modeling show that presence of design exceptions, approved by INDOT, do not have a statistically significant adverse effect on the frequency or severity of accidents. While the data are too limited to investigate the effect of specific design exceptions (the number of Level One design exceptions granted is a modest number), the research herein shows that INDOT procedures for granting design exceptions have been sufficiently strict to avoid adverse safety consequences and that current practices should be continued. To guide future Level One design exceptions, the detailed statistical findings of this research effort suggest that using previous design exceptions as “precedents” would be the best way to proceed. To this end, it is recommended that INDOT maintain a database of Level One design exceptions. KW - Crash rates KW - Crash severity KW - Design exceptions KW - Highway design KW - Highway safety KW - Indiana KW - Indiana Department of Transportation KW - Statistical models UR - http://dx.doi.org/10.5703/1288284314312 UR - https://trid.trb.org/view/1218783 ER - TY - RPRT AN - 01454439 AU - Jung, Sochan AU - Santagata, Maria Caterina AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Mitigating the Expansive Behavior of Chemically Treated Soils PY - 2009/04//Final Report SP - 180p AB - Sulfate-induced heave, resulting from the chemical treatment of sulfate rich soils, has been known to cause significant damage to pavements and other structures particularly in the south-western United States. This research addressed the problem of sulfate-induced heave in coal mine spoils, formed as a result of shallow strip coal mining, after treatment with calcium-based stabilizers. These spoils occur in areas of Indiana in which substantial infrastructure development is taking place and will continue to occur in the next 10-15 years. Samples of coal mine spoils were obtained from different sites in Indiana. While the majority of the samples exhibited sulfate contents below values generally considered to be a concern, selected samples exhibited elevated sulfate contents, in the thousands of ppm. One of these samples, from the Hawthorn coal mine area in Sullivan County, Indiana, with sulfate content exceed 10,000 ppm, the critical threshold value above which, according to the literature, significant heave may be expected, was selected for extensive testing. The sample, extremely heterogeneous in nature, was crushed and screened to eliminate the coarser aggregates. The study investigated the swelling behavior of this material treated with the following calcium-based stabilizers: hydrated lime, quick lime and Portland cement, at dosages ranging from 1.5% to 9% by dry mass of the soil. The experimental program involved compaction tests performed using the Harvard miniature apparatus, and subsequent swelling tests on specimens compacted at optimum water content. The swelling tests, conducted over a period of one month were performed using the sand bath method in a custom setup housed in an environmental chamber. All specimens of the spoils treated with the stabilizers were found to exhibit swelling greater than that measured on the untreated spoil. Swelling of the treated spoil, was initially delayed and approached a constant value after approximately one month. The highest swelling strain (in excess of 10%) was measured on the specimens treated with 3% hydrated lime. Also for the other stabilizers, a lower dosage typically resulted in higher final swelling strains. Tests were also conducted to examine the effect of the surcharge stress on the swelling behavior and explore the effectiveness of the following two mitigation techniques: pre-compaction mellowing and double lime treatment. A pre-compaction mellowing period of 2-3 days was observed to lead to swelling strains comparable to those of the untreated soil. No advantages could be identified in using double lime treatment. The experimental program also included tests for the chemical and mineralogical characterization of the spoil-stabilizer mixtures and the specimen pore fluid at the end of the swelling stage. In particular, X-ray diffraction and thermo-gravimetric analyses provided evidence of the presence of ettringite in all soil-stabilizer specimens. The crystallization pressure exerted from inside the soil because of the formation of this new phase can be considered responsible for the observed swelling. In a few cases, including that corresponding to the highest swelling strain, the detection of ettringite was problematic. This seems to result from the formation, with low additions of calcium, of a poorly-crystallized ettringite. Several mitigation strategies were investigated: double lime treatment, pre-compaction mellowing. KW - Blowup (Pavements) KW - Calcium oxide KW - Indiana KW - Portland cement KW - Soil compaction test KW - Soil heave KW - Soil stabilization KW - Spoil KW - Strip mining KW - Sulfate-rich soils KW - Sulfates KW - Swelling UR - http://dx.doi.org/10.5703/1288284314303 UR - https://trid.trb.org/view/1218769 ER - TY - RPRT AN - 01454438 AU - Matlock, Myron AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Multi-Jurisdictional Issues Related to Congestion Management PY - 2009/04//Final Report SP - 90p AB - When a project intended to solve transportation problems such as congestion and access management involves multiple cities, counties, and/or state agencies, disputes can occur due to incompatible interests, resulting in project delays. Creating a mechanism that allows the agencies to communicate and work together during the planning stages can improve the effectiveness of the final plan for the project. The purpose of this study was to develop and provide transportation agencies with coordination and collaborative strategies that could be used to help the various agencies work together on multiple projects. This study was based on a study of the literature in disciplines such as economics, management, and social sciences to investigate collaborative structures and management strategies. Collaboration that involves cities, counties and/or state agencies would use a forum discussion to discuss issues and formulate transportation project solutions on an ad hoc basis, allowing for flexibility from case to case. These organizations would manage the process using the jurisdictional-based model, where an agency such as the metropolitan planning organization (MPO) would serve as the coordinator between jurisdictions during the planning process. KW - Congestion management systems KW - Cooperation KW - Coordination KW - Interagency relations KW - Literature reviews KW - Regional planning KW - Stakeholders KW - Strategic planning KW - Transportation departments UR - http://dx.doi.org/10.5703/1288284314300 UR - https://trid.trb.org/view/1218766 ER - TY - RPRT AN - 01454431 AU - Matlock, Myron AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Guidelines for INDOT-MPO Coordination PY - 2009/04//Final Report SP - 100p AB - Federal legislation, such as the Safe Accountable Flexible Efficient Transportation Equity Act – A Legacy for Users (SAFETEA-LU), mandates that each state’s Department of Transportation (DOT) coordinate with the Metropolitan Planning Organizations (MPO) within the state in the development and implementation of their Long-Range Transportation Plans. However, federal legislation does not indicate how the DOT and MPOs should work together, resulting in varying collaborative strategies from case to case. Developing a set of collaborative strategies that MPOs in the state of Indiana and the DOT could use during the transportation planning process could result in faster information processing and improved communication between the agencies. The purpose of this study was to develop and provide transportation agencies with coordination and collaborative strategies that could be used to help the various agencies work together on multiple projects. This study was based on a study of the literature in disciplines such as economics, management, and social sciences to investigate collaborative structures and management strategies. Surveys based on the results of the literature review were developed and distributed to the six Indiana Department of Transportation (INDOT) Districts, the MPOs, and selected state DOT officials. The surveys helped identify issues regarding collaboration and coordination in transportation and collaborative strategies currently being used. A collaborative structure and management technique for INDOT-MPO collaboration was formulated based on the literature and responses from transportation officials. The collaborative structure consists of planners, engineers, and supervisors from the MPOs and INDOT at each level in the organization. The stakeholders would use the backward mapping process to identify issues and solutions to transportation projects. KW - Communication KW - Cooperation KW - Coordination KW - Decision making KW - Indiana KW - Interagency relations KW - Literature reviews KW - Long range planning KW - Metropolitan planning organizations KW - State departments of transportation KW - Surveys KW - Transportation planning UR - http://dx.doi.org/10.5703/1288284314301 UR - https://trid.trb.org/view/1218767 ER - TY - RPRT AN - 01454137 AU - Sharkey, Jennifer L AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Economic Development Performance Measures and Rural Economic Development in Indiana PY - 2009/04//Final Report SP - 34p AB - An important consideration when identifying and implementing transportation investments is the prospect of economic development. Government agencies are faced with the challenging task of efficiently allocating scarce resources in order to satisfy the physical needs of the state and its communities. The Indiana Department of Transportation has the difficult task of prioritizing projects involving urban and rural transportation investments while attempting to satisfy both local and state needs. Typically, urban settings provide the greatest opportunity for economic development, due to population density, public infrastructure, and ready markets. Consequently, rural areas may get left behind, becoming more isolated and unattractive from a business and even residential standpoint. Therefore a study is needed to identify the methodology that can accurately evaluate the economic impacts of a transportation investment, with emphasis on rural Indiana. A variety of performance measures could be used when evaluating a potential investment. This study has sought to identify and assess economic development performance measures to be used when evaluating transportation investments in rural Indiana. A list of the twelve most promising performance measures has been compiled, with a corresponding list of their advantages and disadvantages. The list provides a useful framework for economic analysis of rural transportation investments. This study recognizes that further research is needed in order to provide a more robust conclusion regarding the link between transportation investment and economic development. At the time this study was stopped, these investigations were underway. While the performance measure study provides a good beginning for economic studies, the additional research can help to enhance and refine the use of these measures. KW - Economic development KW - Economic impacts KW - Indiana KW - Performance measurement KW - Rural areas KW - Transportation investment UR - http://dx.doi.org/10.5703/1288284314290 UR - https://trid.trb.org/view/1218756 ER - TY - RPRT AN - 01369900 AU - Connecticut Department of Transportation AU - Federal Transit Administration AU - South Western Regional Planning Agency TI - Danbury Branch Improvement Program. Task 7. Existing Conditions: Rail Infrastructure. FTA Alternatives Analysis/Draft Environmental Impact Statement PY - 2009/04//Draft Final Report SP - 255p AB - The Connecticut Department of Transportation (ConnDOT) has initiated a feasibility study to examine the needs of and identify potential improvements to the New Haven Line's commuter rail branch line service between Norwalk and Danbury. A Congressional earmark has provided the funding for the study, which has been divided into two phases. Phase I of the study has been completed and included the identification, review, and evaluation of a range of preliminary improvement alternatives to the branch, including electrification, addition of passing sidings, extension of service to New Milford, and track realignment modifications. The Danbury Branch Electrification Study area corridor consists of 24.2 miles of existing rail line between Norwalk and Danbury which is owned by the Connecticut Department of Transportation, and about 14 miles of existing rail line between Danbury and New Milford, which is owned by the Danbury Terminal Railroad. The following three (3) reports represent the Phase II efforts in documenting existing conditions within the study corridor: Existing Conditions - Environmental; Existing Conditions - Transportation Operations; Existing Conditions - Rail Infrastructure. This report documents the existing conditions of the Rail Infrastructure. It summarizes existing conditions between Norwalk and New Milford as determined from a review of existing documents and from Phase II research and field investigations. Expansion of the study limits north of New Milford to Pittsfield, Massachusetts was recently added to the study scope. Conditions of the rail infrastructure North of New Milford will be added as an addendum. KW - Condition surveys KW - Connecticut KW - Environmental impact statements KW - Improvements KW - Infrastructure KW - Railroad commuter service KW - Railroad facilities UR - http://www.danburybranchstudy.com/documents/Rail%20Infrastructure%20Report%20-%20Existing%20Conditions/01%20-%20Report%20Text_Task%207-%20Rail%20Infrastructure%20Existing%20Conditions%20Report.pdf UR - https://trid.trb.org/view/1138936 ER - TY - RPRT AN - 01340435 AU - Gautreau, Gavin P AU - Zhang, Zhongjie AU - Wu, Zhong AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Accelerated Loading Evaluation of Subbase Layers in Pavement Performance PY - 2009/04//Final Report SP - 160p AB - This report documents the research efforts conducted at the Louisiana Transportation Research Center (LTRC) regarding chemical stabilization of the naturally wet and problematic clayey soils typically found as subgrade in south Louisiana and provides detailed information on experiment design, instrumentation, and field and laboratory tests. The objectives of the study included the exploration and development of a methodology to build reliable and conservatively achievable subgrade layers, stabilized with cementitious agents at various field moisture contents so that a treated subgrade layer would not only provide a working table for pavement construction, but could also function as a pavement subbase layer that contributes to the overall pavement structural capacity. Three additives were studied throughout this research: cement, lime, and lime-fly ash. Testing included moisture density evaluations, various additive percentages, various molding moistures and curing times, tube suction testing, resilient modulus and permanent deformation, Eades and Grim tests, and Accelerated Loading Facility (ALF) tests on similar full-scale pavement sections with cement-stabilized and lime-treated subgrades with the magnitude of the ALF loads kept at 9,750 lb. for the first 200,000 repetitions then increased in incremental intervals of 2,300 lb. The laboratory and field research confirmed that among subbase treatments evaluated, cement stabilized soil provided the best performance followed by lime-treated soil. Field and laboratory results also indicated that treating clays with lime and silts with cement will create stronger foundations for pavement structure, because when the appropriate additive and amount is added, the treatment modifies the soil to create consistent, drier layers with improved strength and stiffness and reduced moisture sensitivity as compared to the raw natural soil. A life cycle cost analysis based on the field test results of this study revealed that using a 12-in. cement stabilized soil subbase in lieu of a lime-treated working table layer will create a 37 percent annualized cost savings for low-volume and 31 percent cost savings for high-volume pavement structures in Louisiana. The primary recommendation emphasized the expanded use of treated subgrade layers with target strengths applied to all subgrades susceptible to moisture intrusion in Louisiana ― rather than optional, working table, subgrade treatment. Treatment alternatives should be based on a benefit cost analysis. Additionally, updates to the Standard Specifications are paramount, which foster implementation and increased options of chemical additives to treat wet subgrade soils at competitive costs, while still producing effective subbase and treated subgrade layers. KW - Accelerated pavement tests KW - Calcium oxide KW - Cement KW - Lime fly ash KW - Louisiana KW - Pavement performance KW - Soil stabilization KW - Subbase (Pavements) KW - Subgrade (Pavements) KW - Subgrade materials KW - Traffic loads UR - http://www.ltrc.lsu.edu/pdf/2011/fr_468.pdf UR - http://ntl.bts.gov/lib/37000/37800/37866/fr_468.pdf UR - https://trid.trb.org/view/1101247 ER - TY - RPRT AN - 01334236 AU - Anderson, Keith W AU - Uhlmeyer, Jeff S AU - Kinne, Chuck AU - Pierce, Linda M AU - Muench, Steve AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Use of the Maturity Method In Accelerated PCCP Construction PY - 2009/04//Final Report SP - 104p AB - This report describes the maturity concept and its application on three case studies on actual construction projects. The three were all paving projects in the state of Washington, one a complete rebuild of a section of I-5 in downtown Seattle, and the other two panel replacements, one on I-5 in Bellingham and the other on I-205 in Vancouver. The study found that maturity is a useful tool for determining the strength of the pavement and allowing early opening of the roadway to traffic. The use of all of the principles of the maturity concept such as the development of the calibration curve, the use of the verification method to assure compliance of the mix with the original mix, and systematic record keeping and reporting were not evenly applied on each case study. As a result of the uneven application, additional case studies with strict compliance to all principles of the maturity concept are recommended prior to the full implementation of this tool on future accelerated paving projects. KW - Accelerated construction KW - Bellingham (Washington) KW - Case studies KW - Concrete pavements KW - Maturity method KW - Paving KW - Portland cement concrete KW - Seattle (Washington) KW - Vancouver (Washington) KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/698.1.pdf UR - https://trid.trb.org/view/1097567 ER - TY - RPRT AN - 01206852 AU - Cordon, Dan AU - Beyerlein, Steven AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Compression Ratio and Catalyst Aging Effects on Aqueous Ethanol: Homogeneous Charge Catalytic Ignition of Ethanol-Water/Air Mixtures in a Reciprocating Engine PY - 2009/04//Final Report SP - 24p AB - Lean ethanol-water/air mixtures have potential for reducing NOx and CO emissions in internal combustion engines, with little well-to-wheels CO2 emissions. Conventional ignition systems have been unsuccessful at igniting such mixtures. An alternative catalytic ignition source is being developed to aid in the combustion of aqueous ethanol. The operating principle is homogeneous charge compression ignition inside a catalytic pre-chamber, which causes torch ignition and flame propagation in the combustion chamber. Ignition timing can be adjusted by changing the length of the catalytic core element, the length of the pre-chamber, the diameter of the pre-chamber, and the electrical power supplied to the catalytic core element. To study engine operation, a 1.0L 3-cylinder Yanmar diesel engine was converted for ethanol-water use, and compared with an unmodified engine. Comparing the converted Yanmar to the stock engine shows an increase in torque and power, with improvements in CO and NOx emissions. Hydrocarbon emissions from the converted engine increased significantly, but are largely due to piston geometry not well suited for homogeneous charge combustion. No exhaust after treatment was performed on either engine configuration. Applying this technology in an engine with a combustion chamber and piston design suited for homogeneous mixtures has the potential to lower emissions to current standards, with a simple reduction catalytic converter. KW - Air quality management KW - Carbon monoxide KW - Catalytic converters KW - Ethanol KW - Exhaust gases KW - Hydrocarbons KW - Ignition systems KW - Internal combustion engines KW - Nitrogen oxides KW - Piston engines UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK752A_N09-04.pdf UR - https://trid.trb.org/view/967867 ER - TY - RPRT AN - 01173726 AU - Figliozzi, Miguel AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Practical Approximations to Quantify the Impact of Time Windows and Delivery Sizes on VMT Multi-stop Tours PY - 2009/04//Final Report SP - 53p AB - This paper studies approximations to the average length of Vehicle Routing Problems (VRPs). The approximations are valuable for strategic and planning analysis of transportation and logistics problems. The research focus is on VRPs with varying number of customers, demands, and locations. This modeling environment can be used in transport and logistics models that deal with a distribution center serving an area with daily variations in the demand. The routes are calculated daily based on what freight is available. New approximations and experimental settings are introduced. Average distance travelled is estimated as a function of the number of customers served and the number of routes needed. Approximations are tested in instances with different customer spatial distributions, demand levels, number of customers, and time windows, Regression results indicate that the proposed approximations can reasonably predict the average length of VRPs in randomly generated problems and real urban networks. KW - Approximation (Mathematics) KW - Delivery service KW - Distribution centers KW - Freight service KW - Logistics KW - Routing KW - Transportation planning KW - Trip length KW - Variable demand UR - http://www.otrec.us/project/134 UR - https://trid.trb.org/view/934607 ER - TY - RPRT AN - 01165371 AU - Leichliter, Katrina AU - Steciak, Judi AU - Beyerlein, Steve AU - Budwig, Ralph AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Finite Element Model of a Heated Wire Catalyst in Cross Flow: Compression Ratio and Catalyst Aging Effects on Aqueous Ethanol PY - 2009/04//Final Report SP - 25p AB - This project seeks to advance catalytic plasma torch (CPT) technology through reactor studies, engine design, modeling, and engine testing activities. This report discusses the authors' efforts to ignite lean homogeneous air-fuel mixtures in engines under conditions approaching Homogeneous Charge Compression Ignition (HCCI). An evaporator for low-density liquids including ethanol and water was developed, tested, and installed. Their initial experiments were conducted to measure the temperature of a heated platinum wire exposed to propane, oxygen, and water vapor for development of a one-step model of catalytic ignition of propane and oxygen on platinum. In the future, they intend to enclose the reactor to measure the conversion efficiency of fuel to combustion products. These experiments will require a water cooled nitrogen quenching probe, which was designed and built. Experimentally obtained temperatures of a heated coiled platinum wire in low Reynolds Number cross-flow were compared with a three-dimensional finite volume model. The calculated average wire temperature was in good agreement with experimentally obtained values with deviations close to experimental uncertainty bounds at temperatures between 530K and 815K. The rate of heat generated at the wire surface from catalytic reactions was found for the ignition of lean propane/oxygen/nitrogen mixtures. KW - Aging (Materials) KW - Alternate fuels KW - Catalytic ignitions KW - Compression ignition engines KW - Ethanol KW - Finite element method KW - Pollution control UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK752_N09-03.pdf UR - https://trid.trb.org/view/925098 ER - TY - RPRT AN - 01165264 AU - Chi, Junwook AU - Rahall Appalachian Transportation Institute AU - West Virginia Department of Transportation AU - Research and Innovative Technology Administration TI - Creation of West Virginia Parkways Authority by the WVDOT: 2009 Traffic and Toll Revenue Forecasts PY - 2009/04//Final Report SP - 69p AB - This project conducts updated traffic and revenue analyses to provide comprehensive information for creating the West Virginia Parkways Authority, formerly the West Virginia Parkways, Economic Development and Tourism Authority, as a Division within the West Virginia Department of Transportation. The West Virginia Parkways Authority will manage the designated parkways and collect user fees to be deposited into a fund to expand and maintain the West Virginia roads and bridges. This project will identify alternative toll rate plans and estimate the amount of toll revenues each road or bridge generates. The estimated future revenues will be used to fund the construction and maintenance of the proposed West Virginia roads and bridges. Any excess revenue will be used to fund other highway construction. Specific objectives will include to: 1) present a project overview of the West Virginia Parkways Authority and the scope of the study; 2) discuss the benefits of successful turnpike system and demonstrate their economic impacts; 3) describe the proposed toll roads and bridges; 4) provide a summary of current toll rates, traffic, and revenues in West Virginia; 5) identify alternative toll rate plans based on the factors determining toll rate increases; 6) develop a traffic analysis to predict traffic volume of passenger cars and commercial trucks over the 20-30 years; 7) forecast toll revenues for the same period; and 8) highlight the results of predicted toll revenues for the alternative toll rate plans. KW - Financing KW - Highway departments KW - Parkways KW - Revenues KW - Tolls KW - Traffic forecasting KW - Traffic volume KW - West Virginia UR - http://www.njrati.org/wp-content/plugins/research_projects/reports/TRP%2009-02.pdf UR - https://trid.trb.org/view/925235 ER - TY - RPRT AN - 01164233 AU - Dixon, Dylan AU - Hanks, Benjamin AU - Harker, Nicholas AU - Stock, Charles AU - Braven, Karen Den AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Development of a Direct-Injected Two Stroke Snowmobile Using E85 Fuel PY - 2009/04//Final Report SP - 43p AB - The University of Idaho’s entry into the 2008 SAE Clean Snowmobile Challenge (CSC) was a direct-injection (DI) twostroke powered snowmobile modified to use blended ethanol fuel. The modulated and battery-less direct-injection system used to decrease exhaust emissions and improve fuel economy maintained near stock power output of the engine. The emissions output was further reduced using an oxidation catalyst located after the exhaust silencer. Noise from the engine compartment was reduced by custom-carbon fiber hood and side panels, which allowed placement of extra sound absorbing materials. Pre-competition testing had the snowmobile entering the 2008 SAE CSC competition weighing 580 lbs (263 kg) wet, achieving 13.25 mpg (5.63 km/L) running on blended ethanol fuel, and a J-192 sound magnitude score of 80 dBA. KW - Competition KW - Environmental impacts KW - Ethanol KW - Exhaust gases KW - Fuel consumption KW - Noise control KW - Recreational vehicles KW - Snowmobiles UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK751_N09-02.pdf UR - https://trid.trb.org/view/921398 ER - TY - RPRT AN - 01164222 AU - Wall, Richard AU - Frenzel, James AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Street Deployment of Pedestrian Control Smart Traffic Signals PY - 2009/04//Final Report SP - 18p AB - Smart Signals is a term used to describe the application of network based distributed control technology to the control of traffic signals at signalized intersections. Presently, signalized intersections use a centralized control approach where all of the controls are initiated by a single controller located in a traffic controller cabinet. Dedicated wires are used to turn signal lights on and off. The Smart Signals paradigm uses microprocessors located in the signals to distribute the control intelligence. The advantages of this approach extends the fault coverage, has the potential to reduce the physical size and cost of the traffic controller cabinet, allow for more precise control of intersection movements, and allow the inclusion of future innovations in sensors to traffic control. Our research has explored ways of integrating the new methodologies with existing practices for a more cost effective way of updating intersection traffic controls. We have demonstrated that Smart Signals and conventional traffic signals devices can effectively and reliably simultaneously operate using a single NEMA TS2 traffic controller. For street deployment, the Smart Signals devices must operate with the same degree of reliability as conventional traffic signals do today. Conventional traffic control systems use a malfunction management unit to monitor correctness of traffic controller outputs. However, a new approach to monitoring is required for the distributed control approach used by Smart Signals. We applied Ethernet safety critical control practices to Smart Signals resulting in synchronized time division multiplexing communications to ensure network devices are generating correct outputs. KW - Highway traffic control KW - Highway traffic control systems KW - Installation KW - Pedestrian actuated controllers KW - Smart traffic signals KW - Traffic signals UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK710_N09-05.pdf UR - https://trid.trb.org/view/921399 ER - TY - RPRT AN - 01160002 AU - Russell, Mark AU - Uhlmeyer, Jeff AU - Weston, Jim AU - Roseburg, Jerry AU - Moomaw, Tim AU - DeVol, Joe AU - Washington State Department of Transportation AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Warm Mix Asphalt PY - 2009/04 SP - 67p AB - This report provides details of the construction of a warm mix asphalt (WMA) test section on Interstate 90 in Washington State. The test section consists of 7,813 tons of hot mix asphalt (HMA) and 4,724 tons of WMA produced using Sasobit®. Placement of the WMA used the same equipment and procedures as the HMA and attained the same level of density. Temperature reductions of 30-50°F were achieved using Sasobit®. A final report detailing the performance of the HMA will be prepared five years after completion of the construction. KW - Evaluation KW - Paving KW - Sasobit KW - Warm mix paving mixtures UR - http://www.wsdot.wa.gov/research/reports/fullreports/723.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56171/WA-723.1.PDF UR - https://trid.trb.org/view/920537 ER - TY - RPRT AN - 01159899 AU - Alfelor, Roemer M AU - Federal Highway Administration TI - Weather Integration in TMC Operations: A Self-Evaluation and Planning Guide PY - 2009/04 SP - 2p AB - This flyer describes how Traffic Management Centers (TMC) can integrate weather information into their daily operations, and is based on the Road Weather Management Program publication, Self-Evaluation and Planning Guide (FHWA-JPO-08-057). The Guide can help TMCs identify the major weather events that affect operations; assess critical weather impacts in their jurisdiction; and identify existing level of weather integration in the TMC. The Guide also provides information on prioritizing TMC operational needs for responding to weather events; implementing strategies for integrating weather information (ranging from basic to more sophisticated strategies and technologies) that best their operational needs; and gathering additional information to assist in developing a weather integration plan. KW - Intelligent transportation systems KW - Road weather information systems KW - Traffic control centers KW - Traveler information and communication systems KW - Weather KW - Weather conditions KW - Weather forecasting UR - http://ntl.bts.gov/lib/32000/32500/32519/weather_integration.pdf UR - https://trid.trb.org/view/920314 ER - TY - RPRT AN - 01158472 AU - Federal Highway Administration TI - Measuring Border Delay and Crossing Times for Freight: El Paso-Ciudad Juarez Bridge of the Americas PY - 2009/04 SP - 2p AB - FHWA’s Office of Freight Management and Operations is measuring the time required for trucks to cross the Bridge of the Americas and to establish a baseline dataset. The first phase of the project, now completed, selected Radio Frequency Identification (RFID) technology to implement and evaluate. The second phase of the project is now underway and focuses on the following six tasks: Task 1. Contact project stakeholders; Task 2. Evaluate technologies; Task 3. Develop implementation plan; Task 4. Demonstrate technology effectiveness; Task 5. Evaluate results; and Task 6. Prepare final report. KW - Bridge of the Americas KW - Data collection KW - El Paso-Ciudad Juarez border crossing KW - Freight transportation KW - International borders KW - Radio frequency identification KW - Stakeholders KW - Transborder traffic KW - Travel time UR - http://ntl.bts.gov/lib/32000/32400/32447/FHWA-HOP-09-033.pdf UR - https://trid.trb.org/view/919275 ER - TY - RPRT AN - 01158470 AU - Federal Highway Administration TI - Measuring Cross-Border Travel Times for Freight: Otay Mesa-Tijuana International Border Crossing PY - 2009/04 SP - 2p AB - FHWA’s Office of Freight Management and Operations is measuring the time required for trucks to cross the Otay Mesa-Tijuana border and to establish a baseline dataset. The first phase of the project, now completed, identified Automatic License Plate Recognition (ALPR) and Global Positioning System (GPS) technologies for evaluation. The second phase of the project is now underway and focuses on the following six tasks: Task 1. Contact project stakeholders; Task 2. Evaluate technologies; Task 3. Develop implementation plan; Task 4. Demonstrate technology effectiveness; Task 5. Evaluate results; and Task 6. Prepare final report. KW - Automatic license plate readers KW - Data collection KW - Freight transportation KW - Global Positioning System KW - International borders KW - Otay Mesa-Tijuana border crossing KW - Stakeholders KW - Transborder traffic KW - Travel time UR - http://ntl.bts.gov/lib/32000/32400/32448/FHWA-HOP-09-032.pdf UR - https://trid.trb.org/view/919274 ER - TY - RPRT AN - 01156926 AU - Applied Physics Laboratory AU - Federal Motor Carrier Safety Administration TI - Commercial Vehicle Information Systems and Networks (CVISN) Architecture PY - 2009/04 SP - 91p AB - This document establishes a new baseline for the Commercial Vehicle Information Systems and Networks (CVISN) Architecture. The CVISN Architecture baseline was aligned with the National Intelligent Transportation Systems (ITS) and International Border Clearance (IBC) Architectures in 2001–2002. The CVISN Architecture was subsequently revised to align with Version 5.0 and with Versions 5.1 and 5.1.1 of the National ITS Architecture. Version 3.0 of the CVISN Architecture (the previous version of this document) provided additional support for Expanded CVISN concepts; the National ITS Architecture caught up with those changes in their Version 6.0. This current version of the CVISN Architecture reflects alignment with Versions 6.0 and 6.1 of the National ITS Architecture – this includes updates for Expanded CVISN, the Border Information Flow Architecture (BIFA), and the Vehicle Infrastructure Integration (VII). The CVISN Architecture uses terminology and components that the National ITS Architecture uses. CVISN represents a subset of the National ITS Architecture. CVISN comprises the information systems and networks that support commercial vehicle operations (CVO). KW - Commercial vehicle operations KW - Commercial vehicles KW - CVISN (Program) KW - Information systems KW - Intelligent transportation systems KW - System architecture UR - http://www.fmcsa.dot.gov/documents/cvisn/architecture/CVISN-Arch-V4.pdf UR - https://trid.trb.org/view/917320 ER - TY - RPRT AN - 01154162 AU - Loudon, Bill AU - DKS Associates, Incorporated AU - Federal Highway Administration TI - A Domestic Scan of Congestion Pricing and Managed Lanes PY - 2009/04 SP - 59p AB - Under the sponsorship of the Federal Highway Administration, DKS Associates conducted a national scan of how agencies in major metropolitan areas are developing plans for congestion pricing and/or managed lanes. Staff members from the metropolitan planning organization (MPO) and the state department of transportation (DOT) in ten metropolitan areas were surveyed to find out how they are including consideration of congestion pricing and/or managed lanes in their metropolitan planning process and the development of their long range transportation plan for the region. In addition, the study team identified the projects that are already in operation in each region, those that are already in the long range plan and those that are being considered. The study results reported in this paper focused on how the MPOs, state DOTs and other key agencies interact, contribute and cooperate in the consideration of congestion pricing and/or managed lanes. The study also produced information on the methods used to evaluate these types of strategies including the modeling tools used; the performance measures used; and how network effects, diversion of trips, and equity effects are taken into account. The study identified how federal grants were used to fund studies and projects in the early stages of consideration of congestion pricing and/or managed lanes in the ten regions. Public and stakeholder involvement methods used by the MPOs and state DOTs to advance projects were also identified. KW - Computer models KW - Congestion pricing KW - Financing KW - Long range planning KW - Managed lanes KW - Metropolitan areas KW - Metropolitan planning organizations KW - Performance measurement KW - Public participation KW - Stakeholders KW - State departments of transportation KW - Study tours KW - Surveys KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahep09044/fhwahep09044.pdf UR - https://trid.trb.org/view/915610 ER - TY - RPRT AN - 01150560 AU - Chludzinski, B J AU - Massachusetts Institute of Technology AU - Federal Aviation Administration TI - Evaluation of TCAS II Version 7.1 Using the FAA Fast-Time Encounter Generator Model, Volume 1 PY - 2009/04 SP - 100p AB - This report documents the Lincoln Laboratory evaluation of the Traffic Alert and Collision Avoidance System II (TCAS II) logic version 7.1. TCAS II is an airborne collision avoidance system required since 30 passenger seats operating in the U.S. airspace. Version 7.1 was created to correct two potential safety problems in earlier to Vertical Speed Limit or 'Adjust Vertical Speed, Adjust' RAs. Lincoln Laboratory evaluated the logic by examining more than eight million simulated pairwise encounters, derived from actual tracks recorded in U.S. airspace. The main goals of the evaluation were (1) ot study the performance of the revised sense reversal logic for enconuters where one pilot ignores the TCAS advisory, (2) to determine if the revised sense reversal logic has an adverse impact on encounters where both pilos follow the TCAS advisories; (3) to determine if the change from 'Adjust Vertical Speed, Adjust' advisories to 'Level Off, Level Off' advisories provides a safety benefit for TCAS. Three sets of encounters were examined to order to filfull these goals: encounters where both aircraft are TCAS-equipped and both pilots follow the advisories; encounters where both aircraft are TCAS-equipped and one pilot does not follow the advisory; and encounters where only one aircraft is TCAS-equipped. A detailed analysis followed by a summary is provided for each set of encounters. An overall summary is given at the end of the report. KW - Air traffic control KW - Air transportation KW - Aircraft operations KW - Aviation safety KW - Civil aviation KW - Flight paths KW - Simulation KW - Software UR - https://trid.trb.org/view/912917 ER - TY - RPRT AN - 01150526 AU - Federal Aviation Administration TI - Office of Safety: Safety Blueprint PY - 2009/04 SP - 8p AB - The primary service of the Air Traffic Organization (ATO) is to move air traffic safely and efficiently. Our customers are commercial, general aviation and the military. Our employees are the service providers the controllers, technicians, engineers and support personnel whose daily efforts keep aviation moving. We pride ourselves on our safety record. With more than 7,000 takeoffs and landings per hour, and more than 660 million passengers and 37 billion cargo revenue ton miles of freight a year, the men and women of the ATO safely guide approximately 50,000 aircraft through the National Airspace System (NAS) every day. KW - Air traffic KW - Air traffic controllers KW - Air transportation KW - Aviation safety KW - Civil aviation KW - General aviation UR - https://trid.trb.org/view/912725 ER - TY - RPRT AN - 01146343 AU - Thole, Cheryl AU - Cain, Alasdair AU - Flynn, Jennifer AU - University of South Florida, Tampa AU - Federal Transit Administration TI - The EmX Franklin Corridor BRT Project Evaluation PY - 2009/04//Final Report SP - 94p AB - Lane Transit District began BRT service on its Franklin Corridor EmX in January 14, 2007. The four mile long route connects downtown Eugene and downtown Springfield, the two main hubs for LTD’s system. The corridor, which has the greatest ridership of all LTD routes, also serves the University of Oregon (UO) and Sacred Heart Medical Center, which are two large markets for LTD’s services. The EmX operates in dedicated lanes along mixed traffic as well as on separated running ways and was developed with eight stops located at major destinations. Each stop has a covered shelter or kiosk and is fully ADA accessible. Seating, trash receptacles, lights, maps of LTD bus service are some of the amenities provided at each shelter. Currently there is no charge to ride the EmX. The EmX operates every day on a headway based schedule. Headways are 10 minutes, an upgrade from the former Route 11 standard bus service that served stations every 15-30 minutes. Evening and weekend headways are 15 - 20 minutes. Four EmX buses operate along the corridor during operating hours. The Rapid employs several forms of Intelligent Transportation Systems (ITS) to help in the operations and image of the system. The systems include the use of Transit Signal Priority (TSP) along the route, the Automated Vehicle Locator (AVL), Automated Passenger Counters (APC), and computer automated dispatching (CAD). KW - Automatic vehicle location KW - Bus rapid transit KW - Dispatching KW - Evaluation KW - Intelligent transportation systems KW - Oregon KW - Passenger counting KW - Traffic signal preemption UR - http://www.fta.dot.gov/assistance/research/research_10726.html UR - http://www.fta.dot.gov/documents/EmX_FranklinCorridor_BRTProjectEvaluation.pdf UR - https://trid.trb.org/view/905487 ER - TY - RPRT AN - 01142759 AU - Lee, Harvey Shui-Hong AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - The Aerodynamic Effects of Passing Trains to Surrounding Objects and People PY - 2009/04//Final Report SP - 287p AB - Two safety issues are raised on the aerodynamic effects of a passing train on its surroundings. First, a high-speed train passing other trains on an adjacent track exerts aerodynamic pressure that can affect the structural integrity of window mount and glazing, and the stability of the railroad car being passed. Second, as a high-speed train passes train stations immediately adjacent to the platform without stopping, people and objects on these station platforms are exposed to strong airflow causing debris and objects to be blown about and people to potentially lose their balance. This safety issue also extends to railroad workers on trackside as a high-speed train passes. The objective of the research was to obtain aerodynamic data on passing trains, and to assess its effects on other trains being passed, as well as on people in proximity to the passing trains. The study entailed both numerical simulation and experimentation. Numerical simulation included both simple single degree-of-freedom dynamics models, and more complex computational fluid dynamics and multi-body simulation models. Experimentation involved full-scale testing of a rail car passed by a high-speed train on an adjacent track, and measurement of train-induced airflow and forces on cylindrical dummies from a passing train. KW - Aerodynamic force KW - Double stack container cars KW - Drag KW - Fluid dynamics KW - High speed ground transportation KW - High speed rail KW - Passing KW - Railroad platforms KW - Transient loads UR - http://www.fra.dot.gov/Elib/Document/1422 UR - http://ntl.bts.gov/lib/34000/34400/34411/DOT-VNTSC-FRA-04-05.pdf UR - https://trid.trb.org/view/903031 ER - TY - RPRT AN - 01142755 AU - Horton, Suzanne AU - Carroll, Anya AU - Chaudhary, Mina AU - Ngamdung, Tashi AU - Mozenter, Jonathan AU - Skinner, David AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Success Factors in the Reduction of Highway-Rail Grade Crossing Incidents from 1994 to 2003 PY - 2009/04//Final Report SP - 127p AB - Between the years 1994 and 2003, incidents at highway-rail grade crossings declined by 41.2 percent. The reasons for this decline were unknown. The John A. Volpe National Transportation Systems Center was tasked by the Federal Railroad Administration to identify the salient success factors in highway-rail grade crossing incident reduction. The success factors were analyzed and investigated using various qualitative and quantitative methods. Ten factors were identified as the most influential safety factors. The ten factors are: Commercial Driver Safety, Locomotive Conspicuity, More Reliable Motor Vehicles, Crossing Closure and Grade Separation, Sight Lines Clearance, Warning Device Upgrades, the Grade Crossing Maintenance Rule, the Section 130 Program, Operation Lifesaver, and Railroad Mergers. Commercial Driver Safety, Locomotive Conspicuity, More Reliable Motor Vehicles, Sight Lines Clearance, and the Grade Crossing Maintenance Rule were quantitatively analyzed with data from the Railroad Accident Incident Reporting System; they impacted 54 percent of the incidents and accounted for 79 percent of the reduction in incidents. KW - Commercial vehicles KW - Crash reduction factors KW - Grade crossing protection systems KW - Railroad grade crossings KW - Traffic control devices KW - Traffic safety KW - Visibility distance KW - Warning signals UR - http://www.fra.dot.gov/Elib/Document/379 UR - http://ntl.bts.gov/lib/34000/34500/34533/DOT-VNTSC-FRA-09-01.pdf UR - https://trid.trb.org/view/903029 ER - TY - SER AN - 01142723 JO - University of California, Davis. Institute of Transportation Studies. Research report PB - University of California, Davis AU - Lubell, Mark AU - Beheim, Bret AU - Hillis, Vicken AU - Handy, Susan L AU - University of California, Davis AU - University Transportation Centers Program TI - Achieving Sustainability in California’s Central Valley PY - 2009/04 SP - v.p. AB - This report analyzes the barriers and catalysts to sustainable growth and development in Central Valley cities at a crucial time of rapid population growth in that region. Sustainability has been described as “the current object of planning’s fascination” (Campbell 1996), yet the term’s exact meaning remains vague. This report aims to clarify the concept of sustainability as applied to cities in California’s Central Valley and identify some of the major factors influencing a city’s ability to achieve sustainability goals. The Central Valley is at a critical juncture: the 2009 population of about seven million people is expected to grow to 12 million people by 2040, according to California Department of Finance estimates. “By developed world standards, such growth is phenomenal,” outstripping any other region in California, the United States, and even Mexico (Johnson and Hayes 2004; p.7). It’s timely to assess the capacity of Central Valley cities to manage the economic, social, and environmental problems associated with this rapid population growth in a sustainable manner. The issues discussed in this report will take on added urgency as California’s response to climate change—including state laws like SB375 and AB32—encourage local governments to take action to reduce emissions. KW - Case studies KW - Central Valley (California) KW - Davis (California) KW - Environmental impacts KW - Environmental policy KW - Fresno (California) KW - Land use KW - Modesto (California) KW - Sacramento (California) KW - Socioeconomic factors KW - Sustainable development UR - http://pubs.its.ucdavis.edu/download_pdf.php?id=1286 UR - https://trid.trb.org/view/902788 ER - TY - RPRT AN - 01142613 AU - Federal Highway Administration TI - Building Freight Professional Capacity in the 21st Century PY - 2009/04 SP - 6p AB - Efficient freight movement is a fundamental underpinning of the economic strength of the United States. The objective of the Federal Highway Administration’s (FHWA’s) Freight Professional Development (FPD) Program is to enable transportation professionals to improve their skills and knowledge to fully integrate freight movement into the transportation system’s development and operations. The FPD Program offers a broad range of professional capacity building opportunities including courses, workshops, seminars, and peer-to-peer exchanges. It provides access to information, resources, and tools that improve the understanding of how freight moves across the transportation network and how best to enable that movement while minimizing its impacts. This brochure describes many of the options available in the FPD Program. KW - Brochures KW - Continuing education KW - Freight transportation KW - Professional personnel KW - Transportation professionals UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09020/capacity.pdf UR - https://trid.trb.org/view/903044 ER - TY - RPRT AN - 01142525 AU - Federal Railroad Administration TI - Remote Control and Monitoring from the Locomotive Cab PY - 2009/04 SP - 4p AB - he Office of Research and Development of the Federal Railroad Administration (FRA) has developed a system to monitor and control mechanical components on railroad freight cars from the safety of the locomotive cab. The projects main objective is to improve railroad safety and efficiency by using advanced technologies to monitor and control components, as well as, improve crew safety and operational efficiency during switching operations. KW - Cabs (Vehicle compartments) KW - Freight traffic KW - Graphical user interfaces KW - Human machine interface KW - Locomotives KW - Monitoring KW - Railroad safety KW - Remote control KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/2006 UR - https://trid.trb.org/view/902888 ER - TY - RPRT AN - 01142473 AU - Carroll, A A AU - Haines, M J AU - Research and Innovative Technology Administration AU - Federal Railroad Administration TI - 2003 Highway-Rail Grade Crossing Safety Research Needs Workshop. Volume 1: Summary of Results PY - 2009/04//Final Report SP - 109p AB - The purposes of the workshop were to provide up-to-date information and research reports from selected organizations, analyze a number of safety research topics by a selected group of delegates from all areas of technology and government organizations associated with the rail industry, and define a new practical list of research needs for the Highway-Rail at Grade Crossing Safety Program of the Federal Railroad Administrations Office of Research and Development and Office of Safety in coordination with other organizations having similar needs. KW - Countermeasures KW - Fatalities KW - Railroad grade crossings KW - Railroad safety KW - Railroad transportation KW - Research KW - Results KW - Workshops UR - http://www.fra.dot.gov/Elib/Document/375 UR - https://trid.trb.org/view/902706 ER - TY - RPRT AN - 01142464 AU - Federal Railroad Administration TI - Advanced Truck for Higher-Speed Freight Operations PY - 2009/04 SP - 4p AB - A major constraint for higher-speed freight trains is truck hunting, or lateral instability. The three-piece truck, a workhorse for the railroad industry for over 100 years, is inherently susceptible to hunting in empty car conditions above 45 to 50 mph. This speed limitation on any train that has an empty car leads to operations restricted below the hunting speed. The Federal Railroad Administration, through the U.S. Department of Transportation Small Business Innovative Research (SBIR) Phase I program, sponsored the development of a Higher-Speed Truck (HST) for freight trains. The major objective was to develop a concept, which would raise the hunting speed of a freight truck to 150 mph without compromising the performance in other regimes. From this intense effort, a concept for a higher-speed freight truck intended for 70-ton regular freight was developed. The truck utilizes a rigid frame (H-frame) and an independent, compliant, primary suspension (springs/damping between the wheel-set/bearing adapter and the frame) for its basic architecture. Constant contact side-bearings and yaw dampers were added to improve dynamic performance. KW - Car trucks (Railroads) KW - Damping capacity KW - Empty cars (Railroads) KW - Freight trains KW - Freight transportation KW - High speed ground transportation KW - High speed rail KW - Yaw UR - http://www.fra.dot.gov/Elib/Document/2005 UR - https://trid.trb.org/view/902709 ER - TY - RPRT AN - 01142223 AU - Federal Railroad Administration TI - North American Joint Positive Train Control (NAJPTC) Project. Research Results PY - 2009/04 SP - 4p AB - The North American Joint Positive Train Control (NAJPTC), was an ambitious project to develop, test, and demonstrate PTC capabilities, including flexible block operations, interoperability, and advance activation of highway grade crossing devices, in a corridor with both freight and passenger service. The projects safety objectives were to: (a) prevent train-to-train collisions (positive train separation), (b) enforce speed restrictions, including civil engineering restrictions and temporary slow orders, and (c) provide protection for roadway workers and their equipment operating under specific authorities. Additionally, the project would provide for industry interoperability, demonstrate safe operation of locomotives equipped with interoperable systems, and implement moving block functionality. The project would provide a cost-effective design in order to enhance prospects for deployment. KW - Automatic train control KW - Benefit cost analysis KW - Positive train control KW - Railroad capacity KW - Railroad operations KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2007 UR - https://trid.trb.org/view/901830 ER - TY - SER AN - 01142085 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Hajbabaie, Ali AU - Benekohal, Rahim F AU - Medina, Juan C AU - Chitturi, Madhav V AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Evaluation of LED Vehicular and Pedestrian Modules PY - 2009/04 IS - 09-043 SP - 157p AB - This study was conducted to verify the compliance of vehicular and pedestrian LED traffic signal modules with the Institute of Transportation Engineers specifications; and to assess drivers’ preferences of the LED modules. Four vehicular modules (ACS, Dialight, Leotek, and Lumination) and three pedestrian LED modules (Dialight, Leotek, and Lumination) were used. The compliance verification primarily involved reviewing the independent-lab testing reports, visual inspection of the modules, and analyzing the manufacturers’ responses to the questionnaires prepared by the research team. The solid LED modules provided by ASC had several issues with compliance with the ITE specification; however, the modules from other companies either complied or complied with reservation with all the ITE Specifications. No general conclusions were made for the arrow modules since at the time of completion of this study, ITE had not adopted a final specification for them. For pedestrian modules, all companies submitted independent lab test reports for some of the modules, but not for all. The reports showed that all these modules either complied with, or complied with reservation with most of the ITE specifications. To assess drivers’ preferences, 120 drivers participated in the evaluation of the modules. For solid modules in daytime, the participants’ ratings for the ASC were significantly higher than the other three companies. In nighttime, the ASC red module was rated much brighter than the Leotek module. However, for solid yellow and green modules, the brightness was rated the same for all companies. For red arrow modules in daytime when looking straight ahead, Dialight was rated similar to ASC, but significantly higher than Lumination and Leotek. However, for yellow and green arrows, Dialight was rated higher than all other three companies were. For all three colors of the arrow modules in daytime when looking at an angle, Dialight and ASC were rated significantly higher than Leotek and Lumination. For the pedestrian modules in daytime, the separate 12” Dialight module was rated significantly higher than the Leotek and Lumination modules. For 12” combination modules, Leotek and Dialight were rated higher than Lumination. For the 16”*18” combination modules, Lumination was rated significantly higher than Dialight. In rating the traffic modules, all of the respondents chose brightness, 93% chose color, and 88% selected uniformity as an important factor. The most important factor was brightness for 74%, color for 26%, and uniformity for 27% of the participants. In rating of the pedestrian modules, all of the respondents chose brightness, 94% chose color, 90% selected uniformity, and 70% selected size as an important factor. The most important factor was brightness for 75%, color for 25%, uniformity for 25%, and size for 23% of the participants. KW - Arrows (Signals) KW - Brightness KW - Color KW - Consumer preferences KW - Drivers KW - Evaluation KW - Green interval (Traffic signal cycle) KW - Light emitting diodes KW - Red interval (Traffic signal cycle) KW - Traffic signals KW - Yellow interval (Traffic signal cycle) UR - http://ntl.bts.gov/lib/31000/31000/31031/ICT-09-043.pdf UR - https://trid.trb.org/view/902096 ER - TY - SER AN - 01142055 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Borello, Daniel J AU - Andrawes, Bassem AU - Hajjar, Jerome F AU - Olson, Scott M AU - Hansen, James AU - Buenker, Jason AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Forensic Collapse Investigation of a Concrete Bridge with Timber Piers PY - 2009/04//Final Report IS - 09-042 SP - 61p AB - This report outlines the forensic investigation of the collapse of Bridge No. SN 019-5010 in DeKalb County, Illinois on August 19, 2008. The bridge consisted of three 42 feet precast prestressed concrete deck beams simply-supported by concrete pile caps with a timber pile foundation. Assessment based on site investigation, in situ readings, and analysis indicated that a geotechnical or superstructure failure may be ruled out. Samples of the oak timber piles were retrieved and tested under pure compression as well as combined compression and flexure. Laboratory testing results of these specimens were used to calibrate an analytical model of a full-scale single timber pile. The analytical model considered both symmetrical and unsymmetrical loading of the bridge. The results of the analytical model were used to determine the required live load to initiate collapse. The results of the investigation indicate that structural overload, leading to fracturing of the timber piles in combined compression and flexure, is the likely reason for the bridge failure. KW - Bridge piers KW - Collapse KW - Concrete bridges KW - Forensic science KW - Loads KW - Timber UR - http://ntl.bts.gov/lib/31000/31000/31030/ICT-09-042.pdf UR - https://trid.trb.org/view/902092 ER - TY - SER AN - 01142048 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Beyer, Matthew AU - Roesler, Jeffery R AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Mechanistic-Empirical Design Concepts for Continuously Reinforced Concrete Pavements in Illinois PY - 2009/04//Final Report IS - 09-040 SP - 85p AB - The Illinois Department of Transportation (IDOT) currently has an existing jointed plain concrete pavement (JPCP) design based on mechanistic-empirical (M-E) principles. However, their continuously reinforced concrete pavement (CRCP) design procedure is empirical and based on a modified AASHTO nomograph for jointed reinforced concrete pavement. The objective of this study was to develop and implement an M-E design procedure that IDOT could use for routine CRCP design. The proposed procedure is based on mechanistic-empirical design principles taken largely from the models presented in NCHRP 1-37A and on work completed by Dr. Dan Zollinger of Texas A&M University. The equations for calculating the mean crack spacing and the number of punchouts per mile at the end of the design life for a given traffic volume, pavement layer and CRC slab geometry, shoulder type, and layer material properties have been implemented in a user-friendly spreadsheet. Several new developments in the proposed design process are fatigue damage accumulations at the critical top and bottom location in the CRCP slab, equations for calculating the equivalent damage ratio for several shoulder types and crack stiffness values, application of a strength reduction factor to the concrete stress ratio calculated at the surface of the CRCP, and a new logistic-type punchout prediction model. Due to the numerous measured and assumed input variables in this CRCP design framework, the mechanistic analysis was calibrated against CRCP field performance data from Illinois and CRCP accelerated pavement test data completed at the University of Illinois. KW - Continuously reinforced concrete pavements KW - Design methods KW - Illinois KW - Mechanistic design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design UR - http://ntl.bts.gov/lib/31000/31000/31028/ICT-09-040.pdf UR - https://trid.trb.org/view/902086 ER - TY - RPRT AN - 01140720 AU - Allen, K AU - National Center for Statistics and Analysis TI - Effectiveness of Amber Rear Turn Signals for Reducing Rear Impacts PY - 2009/04 SP - 44p AB - The purpose of this report is to determine the effect of rear turn signal color on the likelihood of being involved in a rear-end crash. Federal Motor Vehicle Safety Standard No. 108 allows rear turn signals to be either red or amber in color. Previous work on this subject includes laboratory experiments and analyses of crash data that suggest amber rear turn signals are beneficial. The present study was designed around the concept of switch pairs make-models of passenger vehicles were identified that had switched rear turn signal color, and crash involvement rates were computed before and after the switch. This method should control for extraneous factors related to vehicle and driver characteristics. Crash data from NHTSA's State Data System was used in the analysis. The principal finding of the report is that amber signals show a 5.3% effectiveness in reducing involvement in two-vehicle crashes where a lead vehicle is rear-struck in the act of turning left, turning right, merging into traffic, changing lanes, or entering/leaving a parking space. The advantage of amber rear turn signals is shown to be statistically significant. KW - Amber KW - Crash data KW - Federal Motor Vehicle Safety Standards KW - Passenger vehicles KW - Rear end crashes KW - Turn signals KW - Vehicle design KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/811115.PDF UR - https://trid.trb.org/view/901030 ER - TY - RPRT AN - 01139855 AU - Federal Highway Administration AU - Federal Transit Administration TI - Wilmington Area Planning Council New Castle County, Delaware and Cecil County, Maryland: A Performance-Based Approach to Integrating Congestion Management into the Metropolitan Planning Process PY - 2009/04 SP - 6p AB - The Wilmington Area Planning Council takes an objectives-driven, performance-based approach to its metropolitan transportation planning, including paying special attention to integrating its Congestion Management Process into its planning efforts. The agency benefits even more because of its close working relationship with the region’s primary public transportation provider – making transit a true partner in the regional planning process. In keeping with this partnership, the agency uses detailed transit data as one of the performance measures it uses to define congestion and relies upon a toolbox of solutions that includes transit options. The agency closely monitors the transportation system and tracks project effectiveness, reporting annually. To date, crash data has been incorporated into its congested corridor identification process, and future steps include enhancing coordination with regional partners and improving the assessment of the true costs and benefits of transportation improvements. KW - Congestion management systems KW - Metropolitan planning organizations KW - Performance measurement KW - Public transit KW - Regional transportation KW - Transportation Improvement Programs KW - Transportation planning KW - Wilmington (Delaware) UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09045/fhwahop09045.pdf UR - https://trid.trb.org/view/900149 ER - TY - RPRT AN - 01139821 AU - Federal Highway Administration AU - Federal Transit Administration TI - Capital District Transportation Committee Albany, New York: Placing the Congestion Management Process in the Context of Metropolitan Transportation Planning Goals and Objectives PY - 2009/04 SP - 5p AB - The Capital District Transportation Committee (CDTC) uses a broad and integrated approach for transportation planning in the Albany-Schenectady-Troy (New York) metropolitan area. This approach encompasses issues critical to the future of the Capital District, such as land use planning, development patterns, and general quality of life and economic development issues. These concerns are reflected in the agency’s Congestion Management Process (CMP). While congestion is an important issue, the public views many other issues as more important to its quality of life. To reflect this perspective, the metropolitan transportation plan focuses transportation investments to encourage urban reinvestment, mixed use, transit-oriented development, and context sensitive design. Likewise, performance measures balance congestion mitigation with a wide range of other measures. Moreover, by linking the CMP and planning process – in terms of input, data, performance measures, and regional objectives – the CDTC is able to engage a variety of groups in the regional decisionmaking process. Thus, the CDTC is able to ensure that broader regional goals, and the greater public interest, are met. KW - Albany (New York) KW - Congestion management systems KW - Public participation KW - Public transit KW - Strategic planning KW - Sustainable development KW - Traffic congestion KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09043/fhwahop09043.pdf UR - https://trid.trb.org/view/900143 ER - TY - RPRT AN - 01139791 AU - Federal Highway Administration AU - Federal Transit Administration TI - Metropolitan Transportation Commission San Francisco Bay Area: Developing Regional Objectives and Performance Measures to Improve System Operations PY - 2009/04 SP - 6p AB - The Metropolitan Transportation Commission (MTC) uses an objectives-driven, performance-based approach in its transportation planning for the San Francisco Bay Area. This approach focuses attention on transportation investments of highest priority. The agency assesses not only project-level performance, but also wide-ranging regional performance in relation to ambitious targets set by the agency. Projectlevel analysis using metrics defined for regional objectives results in a quantitative assessment of a project’s costs and benefits. To date, management and operations strategies, such as the agency’s Freeway Performance Initiative, have proven the most cost-effective. This type of freeway and arterial coordination can yield major benefits, though numerous challenges remain including data inconsistencies and reaching consensus on appropriate analysis tools. The agency recognizes that a range of strategies is needed to improve traffic in one of the Nation’s most congested areas. KW - Congestion management systems KW - Freeway operations KW - Public transit KW - Regional development KW - Regional transportation KW - San Francisco Bay Area KW - Traffic congestion KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09047/fhwahop09047.pdf UR - https://trid.trb.org/view/900147 ER - TY - RPRT AN - 01139787 AU - Federal Highway Administration AU - Federal Transit Administration TI - The Denver Region Traffic Signal System Improvement Program: Planning for Management and Operations PY - 2009/04 SP - 5p AB - The Denver Regional Council of Governments (DRCOG) works with over 30 local jurisdictions on the Traffic Signal System Improvement Program (TSSIP), a combination of management and operations strategies designed to time and coordinate traffic signals in the Denver region. The program is updated regularly through a collaborative planning process involving representatives from the region’s operating agencies. Each agency identifies critical needs yet understands that the focus of the program is improving signals at regionally significant arterials. The traffic signal program is identified as one of six action strategies in DRCOG’s 2035 Metro Vision Regional Transportation Plan to support the region’s policy of effective management and operations. It serves as a key component of DRCOG’s congestion mitigation program and funding is programmed for TSSIP through the transportation improvement program (TIP). The program has already improved operations at more than a thousand traffic signals in the region — reducing travel times, fuel consumption, and vehicle emissions. Future plans include transit signal priority, expanded signal timing, and development of regional performance measures. KW - Denver Metropolitan Area KW - Highway traffic control KW - Traffic congestion KW - Traffic control centers KW - Traffic signal control systems KW - Transportation Improvement Programs KW - Transportation planning KW - Travel time UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09046/fhwahop09046.pdf UR - https://trid.trb.org/view/900145 ER - TY - RPRT AN - 01139749 AU - Federal Highway Administration AU - Federal Transit Administration TI - Delaware Valley Regional Planning Commission Philadelphia Metropolitan Region: Planning for Congestion Management and Tracking Progress PY - 2009/04 SP - 5p AB - The Delaware Valley Regional Planning Commission uses a systematic process for managing traffic congestion and monitoring transportation system performance in the Philadelphia metropolitan region. Guided by an advisory team of stakeholders, the agency identifies congested corridors and sub-corridors in the region. It then determines the most appropriate multimodal strategies available to mitigate congestion and enhance mobility of people and goods. The agency tracks its progress in meeting its long-range goals through performance indicators, which it uses to evaluate what is working well in terms of minimizing congestion as well as to identify improvements the agency can make. Planned future enhancements to its process include increased focus on systems management and operations to better measure reliability, and strengthening its use of performance measures. KW - Congestion management systems KW - Delaware Valley Regional Planning Commission KW - Monitoring KW - Multimodal transportation KW - Tracking systems KW - Traffic congestion KW - Traffic forecasting KW - Traffic surveillance KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09044/fhwahop09044.pdf UR - https://trid.trb.org/view/900146 ER - TY - RPRT AN - 01139735 AU - Federal Highway Administration AU - Federal Transit Administration TI - Regional Concept for Transportation Operations Fosters Planning For Operations in the Tucson Metropolitan Area: Operator-Focused Planning For Operations PY - 2009/04 SP - 7p AB - The Tucson metropolitan region embarked on developing a regional concept for transportation operations (RCTO) in 2005 as part of a Federal Highway Administration demonstration initiative to advance regional collaboration for operations. The RCTO is a management tool that operators and planners use to strategically plan for improving operations in their region. Through the development of the RCTO, the Pima Association of Governments (PAG) led a group of operations participants in identifying specific objectives and performance measures for arterial management, traveler information, and work zone management. These objectives guided Tucson’s selection of management and operations strategies and the approaches for implementation. The RCTO group identified specific operations projects to be included in the PAG transportation improvement program (TIP) and funded through a half-cent transportation sales tax, which passed in 2006. KW - Highway operations KW - Regional transportation KW - Sales tax KW - Strategic planning KW - Transportation Improvement Programs KW - Transportation planning KW - Traveler information and communication systems KW - Tucson Metropolitan Area KW - Work zone traffic control UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09048/fhwahop09048.pdf UR - https://trid.trb.org/view/900148 ER - TY - RPRT AN - 01139404 AU - Federal Highway Administration TI - Transit and Congestion Pricing: A Primer PY - 2009/04 SP - 24p AB - This report reviews the potential impacts that congestion pricing may have on public transit. Key lessons learned from U.S. and international experiences with congestion pricing are summarized as follows: 1. Corridor-pricing strategies in the United States have shown that the active involvement of transit agencies is not required to be successful. International cordon-pricing experiments, however, could not have been successful without the involvement of transit. 2. Transit involvement in domestic value-pricing strategies has been limited. Upper management at both highway and transit agencies must commit to jointly developing a congestion-pricing program. Experience suggests that without an active transit role, projects are likely to revert to a highway initiative. 3. All congestion-pricing schemes deployed in the United States to date have had the primary goal of congestion reduction (via modifications to travel times and routes) followed by revenue enhancements. Most areas have barely acknowledged mode shift as a goal and then usually only as a byproduct of pricing initiatives. 4. Express buses and bus rapid transit (BRT) are the primary transit modes involved with, and benefiting from, high occupancy vehicle (HOV) or high occupancy toll (HOT) lanes and other corridor-pricing strategies, compared with the multiple transit modes (e.g., bus, rail, BRT, carpools, or vanpools) that must be involved with zone-pricing strategies. 5. Congested areas may need to set their congestion-pricing fees relatively high to achieve the desired level of service on the roadways. Tolls on Orange County’s SR-91 have progressively risen (to as much as $0.95 per mile) to maintain free-flowing traffic; however, higher fees do not lead to significant modal shifts in the absence of a reliable and viable transit alternative. 6. Insufficient development of park-and-ride facilities has greatly limited transit’s involvement in the domestic-pricing deployments. If mode shift is a project goal, properly sited parking must be developed to accommodate increased transit demand. KW - Bus rapid transit KW - Congestion pricing KW - Express buses KW - High occupancy toll lanes KW - High occupancy vehicle lanes KW - Modal shift KW - Park and ride KW - Public transit KW - Tolls KW - Traffic congestion KW - Traffic mitigation UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09015/fhwahop09015.pdf UR - http://ntl.bts.gov/lib/31000/31000/31085/FHWA-HOP-09-015.pdf UR - https://trid.trb.org/view/899494 ER - TY - RPRT AN - 01138245 AU - Research and Innovative Technology Administration TI - Summary 2008 Traffic Data for U.S. and Foreign Airlines: Total Passengers Down 3.5 Percent from 2007 PY - 2009/04 SP - 9p AB - The number of scheduled domestic and international passengers on U.S. airlines and on flights to and from the United States on foreign airlines declined in 2008 by 3.5 percent from 2007, dropping to 809 million, the Department of Transportations Bureau of Transportation Statistics (BTS) today reported (Table 1). BTS, a part of Department of Transportation's Research and Innovative Technology Administration, in a release of preliminary data, reported that U.S. airlines carried 3.7 percent fewer total system passengers in 2008 than in 2007. U.S. airlines carried 4.3 percent fewer domestic passengers in 2008 and 1.2 percent more international passengers than in 2007. Passengers to and from the United States on foreign carriers decreased 1.5 percent from 2007 (Table 1A). This release includes data on U.S. carrier scheduled domestic and international service and foreign carrier scheduled international service to and from the United States. BTS regular monthly air traffic releases include data on U.S. carrier scheduled service only. KW - Air traffic control KW - Air transportation KW - Airlines KW - Civil aviation KW - Domestic transportation KW - International transportation KW - Statistical analysis KW - Traffic data UR - http://www.bts.gov/press_releases/2009/bts019_09/html/bts019_09.html UR - http://www.bts.gov/press_releases/2009/bts019_09/pdf/bts019_09.pdf UR - https://trid.trb.org/view/898618 ER - TY - RPRT AN - 01137217 AU - Artz, Joe Alan AU - Hall, John AU - University of Iowa, Iowa City AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Quality Assessment and Verification of the State of Missouri’s Archaeological Sites Geodatabase PY - 2009/04//Final Report SP - 42p AB - The Missouri Department of Transportation (MoDOT) determined that a Geographic Information System (GIS) geodatabase of Missouri archaeological sites and surveys required a thorough quality assurance/quality control (QA/QC) assessment by professional archeologists to ensure its accuracy for use in project scoping and development activities. The University of Iowa Office of the State Archaeologist (OSA) undertook QA/QC for the geodatabase including initial validation and verification of a sample of counties, and recommendations for completing the remaining 99. An initial examination of the geodatabase identified over 12,500 geospatial and logical inconsistencies in data entry. Records for 5,518 sites and 1,781 reports from 14 counties, were examined. On average, 1.9 errors per report and 2.7 errors per site were encountered and corrected. For reports as well as sites, additions (data omitted during data entry) comprise two-thirds of all corrections. Only 6 percent of the reports and 12 percent of the sites required no changes to their database records. Some records could not be validated, often because their source documents are missing or have not been scanned. For the 14 counties, missing documents are less a problem for reports (2 percent missing) than sites (12 percent missing). In validating geodatabase entries against the scanned source documents, OSA averaged 41 minutes per report, and 13 minutes per site. Extrapolated to the remaining counties, an estimated 8,300 person hours is required to complete the geodatabase QA/QC. Fortunately, validation is greatly facilitated by the geodatabase, which is well designed, and the ArchEditor application that gives on-line access to the geodatabase for purposes of data entry and editing. KW - Accuracy KW - Archaeological surveying KW - Data entry KW - Data quality KW - Data validation KW - Databases KW - Errors KW - Geodatabase KW - Geographic information systems KW - Missing data KW - Missouri KW - Quality assurance KW - Quality control UR - http://library.modot.mo.gov/RDT/reports/Ri07041/or09022.pdf UR - https://trid.trb.org/view/897495 ER - TY - RPRT AN - 01135632 AU - Chaturvedi, Arvind K AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aerospace Toxicology: An Overview PY - 2009/04//Final Report SP - 48p AB - The field of aerospace toxicology is composed of aerospace and toxicology. The term aerospace—that is, the environment extending above and beyond the surface of the Earth—is also used to represent the combined fields of aeronautics and astronautics. Aviation is another term frequently and interchangeably used with aerospace and aeronautics and is explained as the science and art of operating powered aircraft. Toxicology is the basic science of poisons. It deals with the adverse effects of substances on living organisms. Any substance could be poisonous, depending upon its exposure amount and frequency. Although toxicology borrows knowledge from the fields of biology, chemistry, immunology, pathology, physiology, and public health, the most closely related field to toxicology is pharmacology. Economic toxicology, environmental toxicology, and forensic toxicology are 3 main branches of toxicology. Toxicology is a multidisciplinary field. Aerospace toxicology could be considered closely related to aerospace medicine. In this overview, a literature search for the period of 1960–2007 was performed, covering aerospace toxicology-related subject matter. The article is divided into the sections of introduction, agricultural aviation (aerial application), aviation combustion toxicology, postmortem aviation forensic toxicology, cabin air contamination, and references. Further readings are also suggested. It is anticipated that this overview article would be a reference source for the topics related to aerospace toxicology. KW - Air transportation crashes KW - Aviation medicine KW - Crash investigation KW - Fatalities KW - Forensic medicine KW - Toxicology UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2000s/media/200908.pdf UR - https://trid.trb.org/view/892072 ER - TY - RPRT AN - 01135615 AU - Decker, Rand AU - Hewes, Joshua AU - Merry, Scotts AU - Wood, Perry AU - InterAlpine Associates AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Snow Supporting Structures for Avalanche Hazard Reduction, 151 Avalanche, Highway US 89/191, Jackson, Wyoming PY - 2009/04//Final Report SP - 130p AB - The 151 Avalanche, near Jackson, Wyoming has, historically, avalanched to the road below 1.5 to 2 times a year. The road, US 89/191 is four lanes and carries an estimated 8,000 vehicles per day in the winter months. The starting zone of the 151 Avalanche is 1,140 vertical feet above the roadway. With the adjacent development of the South Park areas of the Jackson Hole Valley, using explosives for avalanche control is unacceptable. As a consequence, this project has led to the design and configuration of a deployment of snow supporting structures, that if implemented, would provide a more effective avalanche defense system. This has resulted in a unit structural and foundation design for seventy (70) snow supporting structures. The unit design will support a maximum 6.6' snowpack. The 70 structures, deployed with a separation of 50' longitudinally, will cover the dominant portions of the 151 Avalanche starting zone. Moreover, novel deployment configuration has been developed to also retain the visual characteristics of the starting zone as seen from the Jackson Hole valley floor. This factors critically into the National Environment Policy Act (NEPA) rule-making responsibilities of the USDA Bridger-Teton National Forest and their resulting favorable Decision Memo. The resulting design of a snow supporting structure is 12' long and 5.5' high, installed nearly perpendicular to the slope which is inclined at 35 degrees. A single structure weights 1,400 pounds, and the cost is estimated at $16,600 per structure; fabricated, transported and installed. KW - Avalanches KW - Countermeasures KW - Hazards KW - Highway safety KW - Jackson (Wyoming) KW - Snow bridges KW - Snow supporting structures UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT%20151%20AVAL%20SSS%20FINAL%20REPORT_7_22_09.pdf UR - http://ntl.bts.gov/lib/31000/31700/31716/WYDOT_151_AVAL_SSS_FINAL_REPORT.pdf UR - https://trid.trb.org/view/891748 ER - TY - RPRT AN - 01135613 AU - Rudnick, Stephen N AU - McDevitt, James J AU - First, Melvin W AU - Spengler, John D AU - Harvard University AU - Federal Aviation Administration TI - Inactivating Influenza Viruses on Surfaces Using Hydrogen Peroxide or Triethylene Glycol at Low Vapor Concentrations PY - 2009/04//Final Report SP - 14p AB - Any of the exposed surfaces in airplanes can become contaminated with infectious viruses, such as influenza, and facilitate transmission of disease. In this study, the authors disinfected surfaces contaminated with influenza viruses. Selection of the specific decontamination agents used in this study was based on three criteria: 1) no harm would be caused to the mechanical components or avionics of the airplane, 2) no potentially harmful residue would be left behind, and 3) the airplane could quickly be returned to service. The authors chose two decontamination agents that they believed fulfilled these criteria: 1) hydrogen peroxide (HP) at vapor concentrations in air below 100 ppm and 2) triethylene glycol (TEG) saturated air, which has a TEG vapor concentration of about 2 ppm at 25°C. For influenza viruses deposited on stainless-steel coupons and exposed for 15 min to 10 to 90 ppm of HP vapor, the number of log reductions of active viruses ranged from 3.6 to 4.7. The number of log reductions, however, was not linear with time; log reduction rate decreased significantly with increasing exposure time. For example, at a HP vapor concentration of 57 ppm, the number of log reductions was 3.2 after 2.5 min but just 4.0 after 10 min. Even after 60 min, the number of log reductions was only 5.6. At a HP vapor concentration of 10 ppm, the number of log reductions was 2.0 after 2.5 min. This corresponds to 99% inactivation of viruses, a significant reduction for such a low HP vapor concentration. For air saturated with TEG at 25-29°C, the number of log reductions of influenza viruses versus exposure time followed a linear relationship reasonably well. The decontamination rate was equal to 1.3 log reductions per hour. The potential for damage to the mechanical components or avionics of the airplane at a TEG vapor concentration of 2 ppm would be expected to be minimal. In addition, at a 2 ppm TEG vapor concentration, there is essentially no health risks to people. KW - Airplanes KW - Contaminants KW - Decontamination KW - Hydrogen peroxide KW - Surfaces KW - Viruses UR - http://www.dtic.mil/cgi-bin/GetTRDoc?AD=ADA500495 UR - https://trid.trb.org/view/892074 ER - TY - RPRT AN - 01135604 AU - Dai, Qiyue AU - Young, Rhonda AU - Giessen, Steven Vander AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Evaluation of an Active Wildlife-Sensing and Driver-Warning System at Trapper's Point PY - 2009/04//Final Report SP - 298p AB - Collisions with wildlife are a serious concern on American highways. In Wyoming, the concern has prompted the Wyoming Department of Transportation to construct an experimental wildlife-detection and driver-warning system at Trapper’s Point, north of the town of Pinedale on US Highway 191. The focus of this thesis is two-fold: to develop a framework to determine whether the driver warning system is effective at modifying driver behavior and to develop a framework to determine whether the wildlife detection system reliably detects the presence of wildlife on the roadside. Transportation agencies have attempted to solve the deer-vehicle collision problem with a wide variety of solutions. Published literature was reviewed to analyze the effectiveness of these solutions with a spotlight on other active, wildlife-detecting driver warning systems. The system at Trapper’s Point utilizes the Eagle Intrusion Detection System (EIDS), originally developed by Telonics, Inc for military applications. Seismic and passive infrared sensors are designed to detect the presence of wildlife and trigger the flashing lights atop six signs that read “DEER ON ROAD WHEN FLASHING”. Many difficulties with the wildlife detection system and data collection equipment were experienced during this study. This report describes these problems in detail and analyzes the system using three measures of effectiveness: accurate detection of wildlife, changes in driver behavior and crash reduction. KW - Animal vehicle collisions KW - Detection and identification systems KW - Highway safety KW - Warning systems KW - Wildlife KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/WYDOT_TrappersPt_Final%20Report.pdf UR - http://ntl.bts.gov/lib/31000/31700/31715/WYDOT_TrappersPt_Final_Report.pdf UR - https://trid.trb.org/view/891746 ER - TY - RPRT AN - 01135599 AU - Federal Transit Administration TI - Profiles of 511 Traveler Information Services Update 2009 PY - 2009/04 SP - 79p AB - This report was prepared by the Federal Transit Administration’s (FTA) Office of Research, Demonstration and Innovation to increase public awareness, access, and knowledge of the transit content within existing 511 traveler information services. This fourth edition provides descriptive profiles of each of the forty-three 511 traveler information services in operation within the United States, as of May 2009. It also includes a listing of the Forty-Three 511 Systems: Areas of Commonality and Uniqueness—highlighting areas of information these systems share and identifying those pieces of traveler information unique to specific systems. Information was obtained directly from each 511 call-in telephone number, which can be accessed by any traveler. 511 traveler information service is an easy way to obtain travel information anywhere in the country; it helps travelers make better decisions on travel routes and modes Highlights are as follows: January 2009 usage statistics for 511 telephone services in North America reported to the 511 Deployment Coalition totaled 3,892,860 telephone calls. Forty-five (45) 511 services are available to the traveling public operating in 35 states and 2 Canadian provinces. 511 service was available to more than 150 million Americans (53%) and almost 1 million Canadians (3%). Over 133 million calls nationwide since its inception. All 43 U.S. systems have co-branded websites. Twenty –four (24) systems provide public transit information [Arizona, Cincinnati/ Northern Kentucky, Central Florida, Georgia, Maine, Massachusetts, Minnesota, New Hampshire, New York, Northeast Florida, North Carolina, Rhode Island, Sacramento/Northern California, San Diego, San Francisco Bay Area, Southeast Florida, Southwest Florida, St. Louis Gateway, Tampa Bay, Utah, Vermont, Virginia, Washington State, Wisconsin]. KW - 511 (National Travel Information Number) KW - Canada KW - Highway travel KW - Public transit KW - Traveler information and communication systems KW - United States UR - http://www.fta.dot.gov/assistance/research/research_10001.html UR - http://ntl.bts.gov/lib/30000/30800/30833/2009_-_511_PROFILES_FINAL_TEXT.pdf UR - https://trid.trb.org/view/892797 ER - TY - RPRT AN - 01135125 AU - Federal Highway Administration TI - I-69 Evansville to Indianapolis, Indiana Project section 2, Oakland City to Washington, Indiana : environmental impact statement PY - 2009/04//Volumes held: Draft(2v) KW - Environmental impact statements KW - Indiana UR - https://trid.trb.org/view/895875 ER - TY - RPRT AN - 01135110 AU - Federal Highway Administration TI - Greenville connector from relocated US 82 to proposed I-69 corridor south of Benoit, MS, Greenville, MS< Washington and Bolivar counties : environmental impact statement PY - 2009/04//Volumes held: Draft, Dapp KW - Environmental impact statements KW - Mississippi UR - https://trid.trb.org/view/895860 ER - TY - RPRT AN - 01134760 AU - Federal Highway Administration TI - Federal aid primary route 318, Illinois route 29 from Illinois 6 to I-180, Peoria, Marshall, Putnam, and Bureau counties : environmental impact statement PY - 2009/04//Volumes held: Draft, F KW - Environmental impact statements KW - Illinois UR - https://trid.trb.org/view/895520 ER - TY - RPRT AN - 01133895 AU - Zornberg, Jorge G AU - Kuhn, Jeffrey A AU - Plaisted, Michael D AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of the Swelling Properties of Highly Plastic Clays Using Centrifuge Technology PY - 2009/04//Technical Report SP - 81p AB - A feasibility study was performed to determine the potential advantages of characterizing the swelling properties of highly plastic clay using a geotechnical centrifuge. This study consisted of an experimental program involving a series of tests in a small and large centrifuge in which water was ponded atop compacted clay specimens, flown up to speed, and the specimen’s height was monitored with time. This method allowed for the characterization of the swelling properties of the soil within 24 hours of the start of testing. Traditional free-swell testing to achieve the same level of characterization required approximately 30 days for the highly plastic clay evaluated in the study. This new centrifuge methodology for evaluating the swelling potential of clay was found to produce comparable results to traditional testing in a fraction of the time. Centrifuge testing of highly plastic clays will allow the Texas Department of Transportation to acquire a speedy characterization of the swelling characteristics of highly plastic clays by direct measurement of swelling rather than by the use of correlations between swelling and index properties or suction. KW - Accelerated tests KW - Centrifuges KW - Clay KW - Feasibility analysis KW - Swelling UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6048_1.pdf UR - https://trid.trb.org/view/894551 ER - TY - RPRT AN - 01132434 AU - Smit, Andre de Fortier AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing a Sustainable Flexible Pavement Database in Texas PY - 2009/04//Technical Report SP - 65p AB - This project has demonstrated that it is possible to track the network-level performance of surface mixtures constructed in Texas. A procedure is outlined in the report to accomplish this and involves firstly identifying a project’s extents in terms of Texas Reference Marker (TRM) information. A web-based tool was developed to allow TRM information to be derived for SiteManager projects constructed in Texas. This involves locating the beginning and ending points of a project as described in Texas Department of Transportation (TxDOT) SiteManager and/or Design and Construction Information System (DCIS) databases and interpolating the TRM information from a geographical database containing longitude and latitude coordinates of TRMs in Texas. The web-based tool provides street, topographical and satellite aerial maps to assist with the identification of the project extents. Once TRMs for a project are defined, network level performance indices and measures may be extracted for the project from the TxDOT Performance Management Information System (PMIS) database. The procedure as outlined is subject to certain constraints that are discussed in the report, most notably the assumption that the performance information as reported is for the asphalt mixture on the surface of the road being queried, which is not necessarily the case. KW - Databases KW - Flexible pavements KW - Pavement management systems KW - Pavement performance KW - SiteManager (Computer file) KW - Texas KW - Texas Reference Marker Database UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5496_1.pdf UR - https://trid.trb.org/view/892820 ER - TY - RPRT AN - 01132425 AU - Bennert, Thomas A AU - Santana, Larry AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration TI - NYSDOT Waterproof HMA Mix Verification PY - 2009/04//Final Report SP - 8p AB - The New York State Department of Transportation (NYSDOT) is currently using Waterproofing Hot Mix Asphalt (HMA) to overlay their concrete bridge deck systems. The waterproofing characteristics of the mix provide a protective coating on the concrete bridge deck to protect it from future exposure to environmental conditions, along with deicing chemicals. However, due to the movements associated with the bridge deck, this thin layer is highly susceptible to fatigue cracking. In an effort to ensure the NYSDOT is "getting what they are paying for," the NYSDOT's Waterproof HMA specification includes performance testing to verify the HMA mixture is indeed fatigue cracking resistant and waterproof. To verify for fatigue cracking, the mixture is evaluated using the Flexural Beam Fatigue test (AASHTO T321). Meanwhile, waterproof verification is done by testing compacted samples in the flexible-wall permeameter (ASTM D5084). KW - AASHTO T 321 KW - ASTM D 5084 KW - Bituminous overlays KW - Bridge decks KW - Cracking KW - Fatigue tests KW - Hot mix asphalt KW - New York (State) KW - Performance tests KW - Waterproofing UR - http://cait.rutgers.edu/files/WILLETS-RU9247.pdf UR - https://trid.trb.org/view/892781 ER - TY - RPRT AN - 01131892 AU - Puppala, Anand J AU - Saride, Sireesh AU - Archeewa, Ekarut AU - Hoyos, Laureano R AU - Nazarian, Soheil AU - University of Texas, Arlington AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Recommendations for Design, Construction, and Maintenance of Bridge Approach Slabs: Synthesis Report PY - 2009/04//Technical Report SP - 186p AB - Bridge approaches provide smooth and safe transition of vehicles from highway pavements to bridge structures. However, settlement of the bridge approach slab relative to bridge decks usually creates a bump in the roadway. The bump causes inconvenience to passengers and increases the cost of maintenance and repairing of the distressed approach slabs. Typically, the Texas Department of Transportation (TxDOT) spends millions of dollars annually to mitigate the bump problem across the state. The present research aims to better understand the mechanisms that cause the bump problem, to review currently used methods to mitigate this problem around the world, and to develop the methods that are appropriate for researching them in real field conditions. As a part of this research, a synthesis was prepared by conducting a comprehensive literature review of the past research on the subject and also by conducting a survey with all 25 districts to understand the local conditions that contribute to the bump problem in the bridges. The literature review also identified several technologies that were used to mitigate the problem. All these details along with district wide surveys are covered in this synthesis report. KW - Bridge approaches KW - Design KW - Literature reviews KW - Maintenance practices KW - Recommendations KW - Settlement (Structures) KW - Surveys KW - Syntheses KW - Texas UR - http://tti.tamu.edu/documents/0-6022-1.pdf UR - https://trid.trb.org/view/892087 ER - TY - RPRT AN - 01131617 AU - Aguilar, Michael AU - Delehanty, Herb AU - Innocorp, Limited AU - National Highway Traffic Safety Administration TI - A Social Marketing Initiative to Reduce Impaired Motorcycle Operation PY - 2009/04//Final Report SP - 72p AB - In 2007, the percentage of motorcycle riders involved in fatal crashes having blood alcohol concentrations (BACs) of at least .08 grams per deciliter (g/dl) was greater than any other type of motor vehicle driver involved in fatal crashes. Twenty-eight percent of all fatally injured motorcycle riders had BAC levels at .08 g/dl or higher. An additional 8% were reported to be at BAC .01 to .07 g/dl. In 2007, in single-vehicle motorcycle crashes, 41% of the fatally injured motorcycle riders had a BAC of .08 g/dl or higher. This report discusses the implementation and evaluation of a community-based social marketing initiative conducted in Dane and Jefferson Counties, Wisconsin, to educate motorcycle riders about the dangers associated with operating a motorcycle while under the influence of alcohol. As part of this initiative, a coalition of tavern and restaurant owners, law enforcement officers, local business owners, members of the motorcycle riding community, and community activists was formed to reduce the incidence of impaired riding. Law enforcement officers received training in the detection cues for impaired riders and actively engaged motorcycle riders at events and gatherings; taverns and restaurants provided information to motorcycle riders frequenting their establishments and offered the use of secure storage containers for motorcycles when riders felt they were too impaired to safely operate a motorcycle; and local businesses offered discounts on goods and services to motorcyclists for participating in this initiative. This report describes the program and its operation, and compares data with other counties in Wisconsin where the program was not implemented. The findings hold promise for greater community awareness and involvement to support a reduction in impaired riding. KW - Awareness KW - Blood alcohol levels KW - Community action programs KW - Dane County (Wisconsin) KW - Drunk driving KW - Evaluation and assessment KW - Fatalities KW - Implementation KW - Intervention KW - Jefferson County (Wisconsin) KW - Motorcycle crashes KW - Motorcyclists KW - Social marketing UR - http://www.nhtsa.gov/staticfiles/nti/pdf/811095-gyr.pdf UR - https://trid.trb.org/view/891759 ER - TY - RPRT AN - 01131257 AU - Goldberg, Bruce AU - Research and Innovative Technology Administration TI - The Background, Criteria, and Usage of the Intermodal Passenger Connectivity Database PY - 2009/04 SP - 10p AB - Intermodal connections, the links that allow passengers to switch from one mode to another to complete a trip, have been an important element of federal transportation policy since passage of the Intermodal Surface Transportation Effi ciency Act of 1991 (ISTEA). Since then, the U.S. Department of Transportation has encouraged the development of intermodal connectivity. There is a general consensus that the U.S. passenger transportation system has become more intermodally linked since the passage of ISTEA, but the degree of that connectivity has never been measured. To provide a baseline connectivity measurement against which to measure future progress, the Bureau of Transportation Statistics (BTS), a component of the Research and Innovative Technology Administration (RITA), is developing the Intermodal Passenger Connectivity Database (IPCD). This report describes in detail the background for the project, the considerations that were taken into account in the development of the project, the criteria used to determine where connectivity exists, and information to help users of the IPCD understand its contents. KW - Connectivity KW - Intermodal Passenger Connectivity Database KW - Intermodal transportation KW - Passenger transportation KW - Ridership UR - http://www.bts.gov/publications/bts_technical_report/2009_007/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35400/35438/Background.pdf UR - https://trid.trb.org/view/891053 ER - TY - RPRT AN - 01130738 AU - Houston, Nancy AU - Easton, Andrea Vann AU - Davis, Elizabeth A AU - Mincin, Jennifer AU - Phillips, Brenda D AU - Leckner, Mariana AU - EAD & Associates, LLC AU - Booz Allen Hamilton AU - Federal Highway Administration TI - Routes to Effective Evacuation Planning Primer Series: Evacuating Populations with Special Needs PY - 2009/04//Final Report SP - 136p AB - Evacuation operations are conducted under the authority of, and based on decisions by, local and state authorities. The purpose of this primer is to provide local and state emergency managers, government officials, transportation agencies, and other organizations involved in disaster response with best practices and tools to accommodate people with special needs in an evacuation. This primer is designed to assist emergency managers and transportation personnel in developing an evacuation plan that includes the coordination of transportation resources that meet the requirements of people with special needs. Special needs are defined as (1) people with disabilities, (2) people with medical conditions, (3) congregate and residential care facilities, (4) people with no access to a vehicle, (5) homeless populations, (6) correctional facilities, and (7) people with service animals and household pets. The following chapters are included: (1) Overview and Defining Special Needs; (2) Legislative Framework; (3) Planning and Preparedness – Overview; (4) Communication Needs; (5) Transportation Needs During Activation and Operations; (6) Congregate and Residential Care Facilities; (7) Animal Needs; and (8) Re-Entry and Return to Readiness. KW - Animals KW - Best practices KW - Captive riders KW - Communication KW - Correctional facilities KW - Disaster preparedness KW - Disasters and emergency operations KW - Diseases and medical conditions KW - Emergency management KW - Evacuation KW - Health care facilities KW - Homeless persons KW - Legislation KW - Persons with disabilities KW - Pets KW - Service animals KW - Transportation planning UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09022/fhwahop09022.pdf UR - http://ntl.bts.gov/lib/30000/30800/30826/primer_special_needs.pdf UR - https://trid.trb.org/view/891052 ER - TY - RPRT AN - 01130736 AU - Birrcher, David AU - Tuchscherer, Robin AU - Huizinga, Matthew AU - Bayrak, Oguzhan AU - Wood, Sharon L AU - Jirsa, James O AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Strength and Serviceability Design of Reinforced Concrete Deep Beams PY - 2009/04//Technical Report SP - 400p AB - An experimental study was conducted in which 37 reinforced concrete deep beam specimens were tested. The specimens are some of the largest deep beams ever tested in the history of shear research. The data from the experimental program and from a database of 179 deep beam tests in the literature were used to address eight tasks associated with the strength and serviceability design and performance of deep beams. The effects of the following variables were evaluated: distribution of stirrup legs transversely through the web, triaxial confinement via concrete of CCC and CCT nodal faces, quantity of web reinforcement, member depth, and a/d ratio. A new strut-and-tie design method (STM) was proposed that is simpler and significantly more accurate than the provisions in AASHTO LRFD (2008) and ACI 318-08, yet just as conservative. Also, it was shown that the discrepancy in shear strength calculated using STM and sectional shear provisions in AASHTO LRFD (2008) at an a/d ratio of 2 is greatly reduced with the use of the proposed STM procedure. A recommendation was made on the amount of minimum web reinforcement needed for strength and serviceability considerations. A simple service-load check was proposed for the purpose of limiting diagonal cracking under service loads. Lastly, a chart was created to aid in the distress evaluation of a diagonally-cracked bent cap in the field. KW - Bents KW - Cracking KW - Deep beams KW - Diagonal cracking KW - Reinforced concrete KW - Serviceability KW - Shear strength KW - Strut and tie method KW - Webbing UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5253_1.pdf UR - https://trid.trb.org/view/891084 ER - TY - RPRT AN - 01130681 AU - Williams, Allan F AU - Preusser, David F AU - Ledingham, Katherine A AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Feasibility Study on Evaluating Driver Education Curriculum PY - 2009/04//Final Report SP - 36p AB - One way to attempt to reduce the problem of teen driving crashes is professional driver education. However, despite the seemingly universal appeal of driver education, scientific evaluations have indicated that such programs generally do not produce safer drivers. Perhaps most noteworthy is the DeKalb study where driving tasks were established, ranked, and used to create a state-of-the-art program, the Safe Performance Curriculum (SPC), which overall did not reduce crashes. There have been many additional studies since DeKalb, nearly all showing similar results. In evaluating the new American Driver and Traffic Safety Education Association (ADTSEA) program, there are basically two design alternatives: the random assignment study, as in DeKalb, and some variation of a quasi-experimental design. No study can be done presently as the program has been introduced only in limited ways. As nearly all prior driver education program evaluations have found either zero or adverse effects on crashes, in undertaking an evaluation, the possibility of similar outcomes needs to be considered. KW - Curricula KW - Driver education KW - Evaluation and assessment KW - Feasibility analysis KW - Teenage drivers KW - Traffic crashes UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811108.pdf UR - https://trid.trb.org/view/891011 ER - TY - RPRT AN - 01130680 AU - Plotnick, Robert AU - Romich, Jennifer AU - Thacker, Jennifer AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - The Impacts of Tolling on Low-income Persons in the Puget Sound Region PY - 2009/04//Research Report SP - 69p AB - To improve the understanding of how tolling is likely to affect low-income populations in the Puget Sound region, this report accomplishes four objectives. It (1) reviews existing research on the impacts of tolling on low-income households in the United States; (2) assesses the usefulness of currently available Washington and Puget Sound data for estimating the impacts of tolling on low-income populations; (3) develops a preliminary estimate of the impacts of tolling on low-income populations living in the Puget Sound region; and (4) suggests data collection and methodological strategies for future research that would yield better estimates of the impacts of tolling on low-income populations in the Puget Sound region and other parts of Washington state. KW - Data collection KW - Data quality KW - Future research KW - Impact studies KW - Literature reviews KW - Low income groups KW - Puget Sound Region KW - Tolls UR - http://www.wsdot.wa.gov/research/reports/fullreports/721.1.pdf UR - https://trid.trb.org/view/891022 ER - TY - RPRT AN - 01130674 AU - Crovetti, James A AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Analysis of Load-Induced Strains in a Hot Mix Asphalt Perpetual Pavement PY - 2009/04//Final Report SP - 29p AB - This report presents the findings of a research study conducted to investigate the structural performance of a 275 mm hot mix asphalt (HMA) perpetual pavement constructed as part of the weigh-in-motion (WIM) bypass lane at the Kenosha Safety and Weigh Station Facility. Two separate test sections were constructed using variable binder types and in-place air voids. Asphalt strain sensors were fabricated at Marquette University and installed during the construction of the HMA pavement. Sensors were positioned within the outer wheel path and located at the bottom of the 275 mm HMA pavement and at the interface between the lower layers at a depth of approximately 175 mm from the surface. Strain sensors were oriented in both the transverse and longitudinal directions. A total of 16 strain sensors were installed during construction. Of these, only three survived to provide strain data under traffic loadings. Deflection data obtained from falling weight deflectometer (FWD) testing were used as comparative measures to strain measurements obtained during testing and to estimate the combined dynamic HMA layer moduli at the time of testing and to develop monthly trends of dynamic HMA layer moduli as a function of the expected mean monthly mid-depth pavement temperature. A comparative analysis of measured strains to those predicted from FWD measurements provided generally good agreement. A mechanistic appraisal of the constructed test sections was completed using the outputs of the EVERSTRESS pavement analysis program. This analysis computed the expected monthly damage induced by the application of 521,000 monthly ESAL loadings. The results of the mechanistic appraisal indicate the expected service life to 50% bottom-up fatigue cracking is in excess of 90 years for sections with air voids of 4% within the lower layers. If the air void content increases to 5% - 6% in the lower layers, the expected fatigue life may be significantly reduced to between 13 – 32 years. KW - Air voids KW - Deflection KW - Equivalent single axle loads KW - Falling weight deflectometers KW - Hot mix asphalt KW - Layer moduli KW - Mechanistic design KW - Perpetual pavements KW - Sensors KW - Service life KW - Strain measurement KW - Test sections UR - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-09strainsinhma.pdf UR - https://trid.trb.org/view/891015 ER - TY - RPRT AN - 01129985 AU - Blanco, Myra AU - Bocanegra, Joseph L AU - Morgan, Justin F AU - Fitch, Gregory M AU - Medina, Alejandra AU - Olson, Rebecca L AU - Hanowski, Richard J AU - Daily, Brian AU - Zimmermann, Richard P AU - Howarth, Heidi D AU - Di Domenico, Tara E AU - Barr, Lawrence C AU - Popkin, Stephen M AU - Green, Kevin AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Assessment of a Drowsy Driver Warning System for Heavy-Vehicle Drivers: Final Report PY - 2009/04//Final Report SP - 464p AB - Drowsiness has a globally negative impact on performance, slowing reaction time, decreasing situational awareness, and impairing judgment. A field operational test of an early prototype Drowsy Driver Warning System was conducted as a result of 12 years of field and laboratory studies by the National Highway Traffic Administration and the Federal Motor Carrier Safety Administration. This project included Control and Test groups. The final data set for the analysis consisted of 102 drivers from 3 for-hire trucking fleets using 46 instrumented trucks. Fifty-seven drivers were line-haul and 45 were long-haul operators. The data set contained nearly 12.4 terabytes of truck instrumentation data, kinematic data, and video recordings for 2.4 million miles of driving and 48,000 driving-data hours recorded, resulting in the largest data set ever collected by the U.S. Department of Transportation. In this study, 53 research questions were addressed related to safety benefits, acceptance, and deployment. Novel data reduction procedures and data analyses were used. Results showed that drivers in the Test Group were less drowsy. Drivers with favoring opinions of the system tended to have an increase in safety benefits. Results of the assessment revealed that the early prototype device had an overall positive impact on driver safety. KW - Acceptance KW - Data analysis KW - Data collection KW - Driver vehicle interfaces KW - Drowsiness KW - Fatigue (Physiological condition) KW - Field tests KW - Safety benefits KW - Truck drivers KW - Warning devices KW - Warning systems UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811117.pdf UR - http://ntl.bts.gov/lib/35000/35200/35276/DOT_HS_811117.pdf UR - https://trid.trb.org/view/890709 ER - TY - RPRT AN - 01129970 AU - Harris, J Patrick AU - Harvey, Omar AU - Puppala, Anand J AU - Sebesta, Stephen AU - Chikyala, Srujan Rao AU - Saride, Sireesh AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mitigating the Effects of Organics in Stabilized Soils: Technical Report PY - 2009/04//Technical Report SP - 136p AB - The Texas Department of Transportation has reported difficulty stabilizing soils bearing high and low concentrations of organic matter with lime. Problems include: the stabilizer disappearing over time, difficulty measuring organic matter (ignition oven), and rough pavement due to poor subgrade support. The researchers wanted to identify a good test to measure organic matter in soils and identify the problematic fraction of organic matter that causes problems with lime stabilization. Secondly, they wanted to determine what mechanism or mechanisms were responsible for organic matter interfering with lime stabilization. They developed a simple technique to measure the humic acid content of organic matter using a UV-Vis spectrophotometer. They also constructed hundreds of manufactured soils consisting of a humic acid standard mixed with different clay mineral standards, lime, and quartz sand. These soils were used to measure changes in engineering properties as well as monitor chemical changes to elucidate factors controlling reaction mechanisms. From the manufactured soils, the researchers determined that humic acid does interfere with lime stabilization by inhibiting the formation of Calcium Silicate Hydrate reaction products between the lime and clay minerals. This results in reduced unconfined compressive strength values for stabilized cores. The concentration of humic acid that inhibits the formation of pozzolanic reaction products is around 1 percent. Calcareous soils containing organic matter appear to respond better to lime stabilization than acid soils. This study was the first to provide direct evidence of the effects of organic matter on soil stabilization. KW - Calcium oxide KW - Calcium silicate hydrate KW - Compressive strength KW - Humic acid content KW - Manufactured soil KW - Organic content KW - Organic soils KW - Soil stabilization KW - Spectrophotometers UR - http://tti.tamu.edu/documents/0-5540-1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56118/TX-0-5540-1.PDF UR - https://trid.trb.org/view/890516 ER - TY - RPRT AN - 01129969 AU - Adams, Teresa M AU - Janowiak, Scott AU - Sierzchula, William AU - Bittner, Jason AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Midwest Regional University Transportation Center AU - Research and Innovative Technology Administration TI - Maintenance Quality Assurance Peer Exchange 2 PY - 2009/04//Final Report SP - 71p AB - This report documents a comprehensive study of twenty-three maintenance quality assurance (MQA) programs throughout the United States and Canada. The policies and standards of each program were synthesized to create a general assessment on the condition of MQA programs in 2008. These data were then compared to similar data compiled in 2005. The resulting study is a comparison between MQA programs in 2004 and 2008. The data can be used to aid in the process of modifying the policies of current MQA programs to improve existing measures or create new ones. Further discussion of MQA policies and implementation should be continued to align with the constantly developing needs of roadways across the nation. KW - Asset management KW - Canada KW - Highway maintenance KW - Maintenance management KW - Peer exchange KW - Policy KW - Quality assurance KW - United States UR - http://www.mrutc.org/research/0815/08-15_FR.pdf UR - https://trid.trb.org/view/890494 ER - TY - RPRT AN - 01129903 AU - Gucunski, Nenad AU - Zaghloul, Sameh AU - Vitillo, Nicholas AU - Rutgers University, Piscataway AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Development of FWD Procedures Manual PY - 2009/04//Final Report SP - 157p AB - In this project, the state-of-practice in falling weight deflectometer (FWD) testing and analysis procedures were examined by looking at the standard protocols of a number of other highway agencies. The specific needs of the New Jersey Department of Transportation (NJDOT) were also examined and a protocol was developed that encompassed current standard practice in a way most suited to NJDOT operations. This report documents the development of the FWD Procedures Manual required by NJDOT. KW - Deflection tests KW - Falling weight deflectometers KW - Manuals KW - New Jersey Department of Transportation KW - State of the practice KW - Test procedures UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-005.pdf UR - https://trid.trb.org/view/890124 ER - TY - RPRT AN - 01129897 AU - Ozbay, Kaan AU - Yanmaz-Tuzel, Ozlem AU - Ukkusuri, Satish V AU - Bartin, Bekir AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Safety Comparison of Roadway Design Elements on Urban Collectors with Access PY - 2009/04//Final Report SP - 114p AB - The main goal of this study identified by the New Jersey Department of Transportation (NJDOT) can be defined as “the quantification of the effects of management treatments on roadway operations and safety on urban collectors with access.” Since, the urban collector road runs through highly diversified areas, various factors have to be considered when before-and-after comparisons of improvements in terms of safety are conducted in this study. For 25-40 mph urban collectors with access, these are: 1. Increase in lane widths (10 ft or 11 ft to 12 ft); 2. Construction of 4, 6, 8, or 10 ft shoulders; 3. Removal of trees in median and border areas; and 4. Installation of guide rails and vertical & horizontal geometry changes to improve sight distances. Before and after analysis for these countermeasures was conducted via several approaches, including naïve approach, analysis via control groups, analysis via Empirical Bayes approach, and analysis via Full Bayes approach. After conducting before-and-after analysis, Crash Reduction Factors (CRFs) were estimated for each countermeasure. The individual CRF values and their relative order among different countermeasures are similar to the values in the literature. In particular, improvements in vertical and horizontal alignment result in the highest reduction in the accident rate, followed by adding shoulders, median barrier installation, lane width increase, and guide rail installation. KW - Arterial highways KW - Before and after studies KW - Collector roads KW - Countermeasures KW - Crash rates KW - Crash reduction factors KW - Geometric design KW - Guardrails KW - Highway design KW - Highway safety KW - Horizontal alignment KW - Improvements KW - Lane width KW - Median barriers KW - Road shoulders KW - Sight distance KW - Vertical alignment UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2009-008.pdf UR - https://trid.trb.org/view/890135 ER - TY - RPRT AN - 01129892 AU - Baker, Harry AU - Choudhury, Mizanur AU - Louch, Hugh AU - Cambridge Systematics, Incorporated AU - KS Engineers AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Research and Develop Locking Design for NJDOT Junction Boxes PY - 2009/04 SP - 11p AB - The report outlines the guidelines for securing electrical junction box covers to the junction box to prevent vandalism. The report provides detail drawings that show various methods for securing the junction box cover to the junction box. KW - Copper KW - Electrical systems KW - Junction boxes KW - Locks (Fasteners) KW - Security KW - Vandalism KW - Wiring UR - https://trid.trb.org/view/890118 ER - TY - RPRT AN - 01129538 AU - Evans, John F AU - University of Minnesota, Duluth AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Detection of Water and Ice on Bridge Structures by AC Impedance and Dielectric Relaxation Spectroscopy Phase I PY - 2009/04//Final Report SP - 25p AB - A preliminary evaluation of two approaches to low-cost sensing systems for monitoring ice and water on bridge deck surfaces has been carried out. These sensing systems are based on the measurement of impedance of the sensor in contact with or close proximity to ice, water or aqueous solutions of deicing chemicals. Impedance analysis at lower frequencies allows for the determination of the presence of solutions of deicing electrolyte (a sort of “conductivity measurement"), while high frequency dielectric relaxation using time domain reflectometry (TDR) probes the physical state of precipitation and deicing chemicals on the deck or road surface (via dielectric relaxation). While it was originally expected that both measurements would be required to reliably determine the condition of a bridge deck surface with regard to the presence of frozen water or deicing solutions, it was found that the TDR approach is adequate for this task. This suggests that a significant reduction in the cost of development of practicable sensors and supporting software/electronics, as well as in the ultimate cost of deploying a system based on TDR alone, can be realized. As such, TDR becomes the focus for the next phase of development of these sensors. KW - Bridges KW - Deicing chemicals KW - Electrical impedance KW - Icing KW - Monitoring KW - Sensors KW - Snow KW - Time domain reflectometers UR - http://www.its.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1116 UR - https://trid.trb.org/view/889921 ER - TY - RPRT AN - 01129531 AU - Boyle, John M AU - Lampkin, Cheryl AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey. Volume 5: Child Safety Seat Report PY - 2009/04 SP - 164p AB - The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 6,000 persons age 16 or older. Interviewing began January 9, 2007 and ended April 30, 2007. This report presents the survey findings pertaining to child restraint use. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report (“2007 Motor Vehicle Occupant Safety Survey. Volume 1. Methodology Report”). Among drivers who lived with children age 12 or younger, most indicated that the youngest child typically rode in the back seat. Parents/caregivers of children under the age of 9 usually said the (referent) child either used a child car seat all the time (77%) or never (18%). If the child never used a car seat, it usually was because the child had graduated to seat belt use. However, 23% of the children who never used a car seat but wore seat belts said the shoulder belt cut across their face or neck on most trips, 23% usually put the shoulder belt behind their back, and 12% put the shoulder belt under their arm. Many children ages 6 through 8 discontinued using child car seats (including booster seats). Although booster seats are recommended for most children ages 4 through 8, the survey found only 40% of children in that age range using them and another 24% using front-facing child safety seats. While most parents/caregivers (92%) had heard of booster seats, 17% of these had concerns about their safety. KW - Booster seats KW - Child restraint systems KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Questionnaires KW - Surveys KW - Utilization UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810978.pdf UR - https://trid.trb.org/view/889851 ER - TY - RPRT AN - 01129043 AU - Dymond, Benjamin Z AU - Roberts-Wollmann, Carin L AU - Cousins, Thomas E AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Shear Strength of a PCBT-53 Girder Fabricated with Lightweight Self-Consolidating Concrete PY - 2009/04//Final Contract Report SP - 76p AB - Lightweight self-consolidating concrete (LWSCC) is advantageous in the bridge industry because members fabricated with this material have a significantly lower self weight and in its fresh state, LWSCC has a low viscosity that eliminates the need for vibration during fabrication. Unfortunately, LWSCC typically has lower tensile strength and possibly a lower aggregate interlock strength. This combination may result in a lower overall shear strength. In addition, this type of concrete has a lower modulus of elasticity, which leads to higher elastic shortening losses and higher deflections. In order to evaluate the affect of LWSCC on the shear strength of prestressed concrete bridge girders, the study described herein was performed. A single PCBT-53 bridge girder was fabricated and tested. The girder itself was cast with LWSCC and a composite cast-in-place deck was fabricated using lightweight concrete. In this study, the girder and deck were tested using three different loading conditions. These tests aimed to experimentally quantify the beam’s overall web shear strength and flexure-shear strength. Data pertaining to each test are presented in this report. Results include material properties, deflection plots, strain plots, and temperature change plotted with respect to time. The measured shear strength is compared to several design methods. With respect to web shear strength, the current AASHTO LRFD Sectional Model and the Simplified Method for shear were conservative for the self-consolidating lightweight girder if the measured cracking angle was used in calculations. Both the LRFD Sectional Model and the Simplified Method are recommended for shear design of LWSCC prestressed bridge beams. The tests to evaluate flexure-shear strength were inconclusive because the beam failed in flexure prior to a flexure-shear failure. KW - Bulbtee girders KW - Design methods KW - Girders KW - Laboratory tests KW - Lightweight concrete KW - Load and resistance factor design KW - Modulus of elasticity KW - Prestressed concrete KW - Self compacting concrete KW - Shear strength UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr11.pdf UR - http://ntl.bts.gov/lib/37000/37700/37763/09-cr11.pdf UR - https://trid.trb.org/view/889365 ER - TY - RPRT AN - 01128992 AU - Singh, Santokh AU - Kingsley, Kristin AU - Chen, Chou-Lin AU - National Highway Traffic Safety Administration AU - National Center for Statistics and Analysis TI - Tire Pressure Maintenance – A Statistical Investigation PY - 2009/04//NHTSA Technical Report SP - 24p AB - Past studies on tire pressure monitoring have revealed that about 28% of light vehicles on our Nation's roadways run with at least one underinflated tire. Only a few psi difference from vehicle manufacturer's recommended tire inflation pressure can affect a vehicle's handling and stopping distance. Poor tire maintenance can increase incidences of blowouts and tread separations. Similarly, underinflation negatively affects fuel economy. In 2005, the National Highway Traffic Safety Administration's (NHTSA's) FMVSS 138 required automobile manufacturers to install tire pressure monitoring systems (TPMS) on light passenger vehicles with phase-in period from 2006 to 2008. Prior to the regulation, NHTSA’s National Center for Statistics and Analysis conducted several surveys and studies to estimate and compare the benefits of Direct and Indirect TPMS. The results of the most recently conducted survey, Tire Pressure Monitoring System Study, are presented in this report. Data collection in this survey ceased prior to its completion. This study outlines a Bayesian approach to compute the case weights so that the estimates could be representative of the universe considered for the survey. Subsequently, effectiveness of TPMS is studied by comparing estimates of percentages of underinflated and overinflated vehicles with and without TPMS, as well as the average underinflation and overinflation over vehicles in the two groups: vehicles with and without TPMS. Testing some relevant hypotheses provides statistical support to claims made in favor of TPMS based on the above comparisons. The analysis also covers comparison of direct and indirect versions of TPMS, concluding that direct type of TPMS is more effective as compared with the indirect. Since this data collection, improvements have been made to both kinds of TPMS, so different results are to be expected if the study were to be conducted presently. KW - Data collection KW - Federal Motor Vehicle Safety Standards KW - Surveys KW - Tire pressure KW - Tire pressure monitoring systems UR - http://www-nrd.nhtsa.dot.gov/Pubs/811086.PDF UR - https://trid.trb.org/view/889178 ER - TY - RPRT AN - 01128990 AU - Torrance, Kristen AU - Sener, Ipek N AU - Machemehl, Randy B AU - Bhat, Chandra R AU - Hallett, Ian AU - Eluru, Naveen AU - Hlavacek, Ian AU - Karl, Andrew AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - The Effects of On-Street Parking on Cyclist Route Choice and the Operational Behavior of Cyclists and Motorists PY - 2009/04//Technical Report SP - 121p AB - Because of the serious societal, environmental, economic, and public health problems associated with motorized transportation, there is increased interest in encouraging non-motorized modes of travel. The current study contributes toward this objective in two ways. First, it evaluates the operational impacts of bicycling adjacent to on-street parking. Second, it identifies the importance of attributes influencing bicyclists’ route choice preferences. The importance of evaluating both operations and individual preferences at the same time is the interrelationship between the two; poorly designed roadways may encourage cyclists to leave designated bicycle routes. Operationally, this study examines field data collected in Austin, Houston, and San Antonio which resulted in over 6,400 observations of motorists and/or cyclists adjacent to on-street parking. From the data, multivariate regression models were developed to predict the motorist’s and cyclist’s position on the roadway and the probability of motor vehicle encroachment. The models indicate that on-street parking has a significant impact on motorist and cyclist position; a bike lane combined with a buffer space is the only way to completely remove cyclists from the door zone, and operationally, a bicycle lane is more effective than a wide outside lane. As a result of the study, the "Texas Guide for Planned and Retrofit Bike Facilities" was updated to include on-street parking. In evaluating route choice, the study specifically examines a comprehensive set of attributes that influence bicycle route choice, including: (1) bicyclists’ characteristics, (2) on-street parking, (3) bicycle facility type and amenities, (4) roadway physical characteristics, (5) roadway functional characteristics, and (6) roadway operational characteristics. The data used in the analysis are drawn from a web-based stated preference survey of Texas bicyclists. The results of the study emphasize the importance of a comprehensive evaluation of both route-related attributes and bicyclists’ demographics in bicycle route choice decisions. The empirical models indicate that travel time is the most important attribute for commuters in choosing their routes. These factors also impact bicyclists’ route choice: traffic volume; speed limit; on-street parking characteristics; bicycle route continuity; number of stop signs, red lights, and cross streets; and roadway terrain. KW - Austin (Texas) KW - Bicycle lanes KW - Bicycling KW - Cyclists KW - Field data KW - Houston (Texas) KW - On street parking KW - Operational impacts KW - Route choice KW - San Antonio (Texas) KW - Travel time UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5755_1.pdf UR - http://ntl.bts.gov/lib/31000/31200/31211/0_5755_1.pdf UR - https://trid.trb.org/view/889307 ER - TY - RPRT AN - 01128982 AU - Huijser, Marcel P AU - Holland, Tiffany D AU - Blank, Matthew D AU - Greenwood, Mark C AU - McGowen, Patrick Tracy AU - Hubbard, Barrett AU - Wang, Shaowei AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - The Comparison of Animal Detection Systems in a Test-Bed: A Quantitative Comparison of System Reliability and Experiences with Operation and Maintenance PY - 2009/04//Research Report SP - 123p AB - The reliability of nine different animal detection systems from five different manufacturers was evaluated at the same site under similar circumstances. For this purpose a test facility (RADS test-bed) was constructed near Lewistown, MT. The animal detection systems were installed and evaluated for their ability to detect horses and llamas (models for large wild ungulate species) that roamed in an enclosure. The data loggers recorded the date and time of each detection for each system. The animal movements were also recorded by six infrared cameras with a date and time stamp. By analyzing the images and the detection data, researchers were able to evaluate the system for a range of reliability parameters. In addition, the effect of system modifications, weather conditions, and animal species (llamas vs. horses) on the reliability of the systems was investigated. Furthermore, three stakeholder groups (employees of transportation agencies, employees of natural resource management agencies, and the traveling public) were surveyed with regard to their expectations on the reliability and effectiveness of animal detection systems. Based on the results, the researchers recommended minimum performance requirements for the reliability and effectiveness of animal detection systems. Finally, the researchers presented a concept of operation and a review of intelligent transportation system (ITS) architecture and infrastructure for animal detection systems, and reviewed seven sites in Montana for the potential installation of an animal detection system. KW - Animal detection systems KW - Animal vehicle collisions KW - Animals KW - Detectors KW - Intelligent transportation systems KW - Montana KW - Performance measurement KW - Reliability KW - State ITS architecture KW - Ungulates KW - Weather conditions KW - Wildlife UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/animal_detection/final_report.pdf UR - https://trid.trb.org/view/889303 ER - TY - RPRT AN - 01128398 AU - Smith, Brian Lee AU - Park, B Brian AU - Tanikella, Hema AU - Goodall, Noah J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Preparing to Use Vehicle Infrastructure Integration (VII) in Transportation Operations: Phase II PY - 2009/04//Final Contract Report SP - 17p AB - Vehicle infrastructure integration (VII) is an emerging approach intended to create an enabling communication capability to support vehicle-to-vehicle and vehicle-to-infrastructure communications for safety and mobility applications. The Virginia Department of Transportation (VDOT) has been an active participant in the national VII development effort. This research project critically assessed national development activities and quantitatively evaluated two potential VII-enabled system operation applications: traffic monitoring and signal control. The results of the research effort provide tangible evidence of the potential that VII holds in helping VDOT improve its ability to operate the transportation system. The benefits demonstrated in traffic monitoring and signal control indicate that VDOT should remain active in VII development. However, the research results also illustrate the uncertainty that currently exists in the national VII development effort. Because of this uncertainty, large investments in field deployment of “early” VII equipment were found to constitute an unnecessarily risky action. The results of the research support the conclusion that VDOT should partner with other states and the U.S. Department of Transportation to develop the new generations of system operations applications that will take full advantage of VII capabilities once the technology development converges at the national level. In addition, VDOT should critically examine current equipment standards to ensure that new purchases of items, such as traffic signal controllers, provide the flexibility for VII upgrades in the near future. KW - Highway operations KW - Traffic signal control systems KW - Traffic surveillance KW - Transportation operations KW - Vehicle infrastructure integration KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr9.pdf UR - http://ntl.bts.gov/lib/37000/37700/37761/09-CR9.pdf UR - https://trid.trb.org/view/888994 ER - TY - RPRT AN - 01128391 AU - Hu, Xiaodi AU - Zhou, Fujie AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of the Crack Sealant Adhesion Test PY - 2009/04//Technical Report SP - 56p AB - Crack sealants are widely used in Texas to prevent water from entering into lower structural layers thereby extending pavement life. However, most current crack sealants have been reported to have a very short life mainly due to adhesive failures. Although adhesive failure is known to be the major failure mechanism very little attention has been paid to measuring this property in the laboratory. The main objective of this project was to develop a performance related adhesion test using the Texas Department of Transportation's Overlay Tester. In this report the crack sealant adhesion test protocol developed in year 1 of this study was finalized. The final test protocol includes a molding jig, a detailed sample preparation procedure, an adhesion test protocol, and criteria for interpreting the results. In this study 13 sealants (some of them have never been used in Texas) were evaluated following the proposed test protocol. The results clearly showed that the crack sealant adhesion test can effectively differentiate the poor sealants from the good ones. Furthermore, based on these test results, a draft crack sealant special specification was proposed. This is different from the current specification, which is mainly based on crumb rubber content. The new special specification is based on the results of the new adhesion test. In addition to this performance test other complementary factors such as flash point, softening point, and viscosity have been included in the new specification. In the proposed specification, the sealants are classified as: Type A (min. 100 cycles to failure at 45 ºF), Type B (min. 400 cycles to failure at 45 ºF), and Type C (min. 400 cycles to failure at 33 ºF). In addition, preliminary recommendation on optimum sealant types were made for each district in the state based on climatic conditions (freeze thaw cycles). Finally, an experimental test plan was developed to validate the draft special specification. KW - Adhesion KW - Freeze thaw durability KW - Performance based specifications KW - Performance tests KW - Sealing compounds KW - Test procedures UR - http://tti.tamu.edu/documents/0-5457-2.pdf UR - https://trid.trb.org/view/888912 ER - TY - RPRT AN - 01128388 AU - Masad, Eyad A AU - Kassem, Emad AU - Chowdhury, Arif AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Application of Imaging Technology to Improve the Laboratory and Field Compaction of HMA PY - 2009/04//Technical Report SP - 250p AB - Field compaction of asphalt mixtures is an important process that influences performance of asphalt pavements. This study evaluates the relationship between different field compaction patterns and the uniformity of air void distribution in asphalt pavements. A number of projects with different hot mix asphalt (HMA) types were compacted, and cores were taken at different locations from these projects. The X-ray Computed Tomography (X-ray CT) system was used to capture the air void distributions in these cores. The analysis results have revealed that the uniformity of air void distribution is highly related to the compaction pattern and the sequence of using different compaction equipment. More importantly, the efficiency of compaction (reducing air voids) at a point was found to be a function of the location of this point with respect to the roller compactor width. The results in this paper have supported the development of the “Compaction Index (CI),” which quantifies the degree of field compaction. The CI is a function of the number of passes at a point and the position of the point with respect to the compaction roller width. This index was found to correlate reasonably well with percent air voids in the pavement. The CI calculated from field compaction had a good relationship with the slope of the compaction curve obtained from the Superpave gyratory compactor. This relationship offers the opportunity to predict field compactability based on laboratory measurements. The compaction of longitudinal joints was investigated, and recommendations were put forward to improve joint compaction. The air void distributions in gyratory specimens were related to the mixture mechanical properties measured using the Overlay and Hamburg tests. KW - Air voids KW - Asphalt mixtures KW - Compactibility KW - Compaction KW - Field compaction KW - Hot mix asphalt KW - Laboratory compaction KW - Longitudinal joints KW - X-ray computed tomography UR - https://trid.trb.org/view/888900 ER - TY - RPRT AN - 01128385 AU - Bligh, Roger P AU - Williams, William Frederick AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - NCHRP Report 350 Test 3-11 of the Modified T8 Bridge Rail PY - 2009/04//Technical Report SP - 62p AB - A new flexible bridge rail system, referred to as the T8 rail, was designed as a replacement for the T6 rail in high-speed applications on culverts and thin deck structures. The T8 rail failed a crash test when the breakaway posts failed the thin deck to which it was attached rather than breakaway as designed. After analysis of the test results, the system was modified in an effort to address the identified failure mechanism. The modifications included increasing the length of the breakaway slot in the tension flange of the steel support posts and incorporating a 1-inch thick offset block between the post and upper portion of the tubular thrie beam rail to raise the point of force application on the post. The impact performance of the modified T8 bridge rail system was evaluated through a full-scale crash test. The crash testing was performed in accordance with the requirements of NCHRP Report 350 Test Level 3 (TL-3). Despite the modifications to the rail system, the posts once again failed the thin concrete deck prior to breakaway activation. Because the posts did not release from their baseplates as designed, their rotation lowered the rail height and permitted snagging of the wheel of the pickup truck. These behaviors combined to destabilize the pickup truck, causing it to roll as it exited the barrier. Consequently, the modified T8 bridge rail is NOT suitable for implementation in its present form. KW - Breakaway supports KW - Bridge railings KW - Design KW - Impact tests KW - NCHRP Report 350 KW - Pickup trucks UR - https://trid.trb.org/view/888908 ER - TY - RPRT AN - 01128384 AU - Ramani, Tara AU - Zietsman, Josias AU - Eisele, William L AU - Rosa, Duane AU - Spillane, Debbie L AU - Bochner, Brian S AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Developing Sustainable Transportation Performance Measures for TxDOT's Strategic Plan: Technical Report PY - 2009/04//Technical Report SP - 218p AB - For this research project, sustainable transportation can be viewed as the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. This project developed a performance measurement-based sustainability evaluation methodology for the Texas Department of Transportation’s (TxDOT’s) strategic plan. The research team defined a set of objectives and performance measures that addressed the five goals of TxDOT’s strategic plan as well as sustainable transportation concerns. Researchers used a multi-criteria decision-making methodology to evaluate, benchmark, and aggregate the performance measures into a set of “sustainability index” values. The methodology, applicable at the highway corridor level, was integrated into a user-friendly, spreadsheet-based analysis tool that provided the sustainability index values (for current and future scenarios) as an output for a particular corridor. The analysis tool was used to carry out several case studies. The methodology and tool developed were found to be useful to assess progress towards TxDOT’s strategic plan goals while also addressing sustainability issues. The results and findings could be used to compare relative sustainability of different corridors, or assess the corridors over a period of time. KW - Access KW - Case studies KW - Economic factors KW - Environmental impacts KW - Highway corridors KW - Mobility KW - Performance measurement KW - Social factors KW - Strategic planning KW - Sustainable transportation KW - Texas Department of Transportation UR - http://tti.tamu.edu/documents/0-5541-1.pdf UR - https://trid.trb.org/view/888903 ER - TY - RPRT AN - 01128383 AU - Sebesta, Stephen AU - Liu, Wenting AU - Harris, J Patrick AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improving Lab Compaction Specifications for Flexible Bases within the Texas DOT PY - 2009/04//Technical Report SP - 36p AB - In Test Methods Tex-113-E and Tex-114-E, the Texas Department of Transportation (TxDOT) employs an impact hammer method of sample compaction for laboratory preparation of road base and subgrade materials for testing. In this third and final report documenting efforts to improve the relationship between laboratory material compaction and field construction, Texas Transportation Institute (TTI) researchers present results from efforts to identify whether TxDOT should require Modified Proctor compaction for bases, and whether TxDOT should modify its existing laboratory compaction methods to improve the state-of-the-art. Efforts to evaluate whether a shift to Modified Proctor was warranted proved unfruitful due primarily to a lack of interest and lack of participation from field offices. However, prior work in this project and prior in-house investigations by TxDOT indicate little incentive exists for TxDOT to require Modified Proctor for its base materials. An immediate technique to enhance the state-of-the-art of sample compaction within TxDOT is to implement the Soil Compactor Analyzer (SCA) system developed in this project. The SCA permanently installs onto the laboratory automatic tamper and enables calibration of the applied compaction energy along with real-time monitoring of the important operating parameters of the tamper during the sample construction process. KW - Base course (Pavements) KW - Compaction KW - Laboratory compaction KW - Materials tests KW - Proctor compaction test KW - Specifications KW - Subgrade materials KW - Test procedures KW - Testing equipment UR - http://tti.tamu.edu/documents/0-5135-3.pdf UR - https://trid.trb.org/view/888909 ER - TY - RPRT AN - 01128378 AU - Federal Transit Administration TI - Rail Modernization Study: Report to Congress PY - 2009/04 SP - 60p AB - This report assesses the level of capital investment required to attain and maintain a state of good repair (SGR) for the Nation’s seven largest rail transit operators. The study estimates the total value of the existing backlog of over-age assets at these agencies. It also considers reinvestment needs within the context of past levels of Federal funding support as well as potential changes to the current Federal program. In summary, the Rail Modernization Study finds that more than one-third of agencies’ assets are either in marginal or poor condition, indicating that these assets are near or have already exceeded their expected useful life. Assuming assets are permitted to remain in service beyond their expected useful life for a limited time (a realistic assumption based on current agency practices), there is an estimated SGR backlog of roughly $50 billion (2008 dollars) for the agencies under consideration. The study also finds that, between 1991 and 2009, although the actual dollar amount of capital funding from Federal sources to the seven agencies increased, their share of Fixed Guideway Modernization funds—to “old rail cities” in particular—actually declined as new fixed guideway systems, such as busways and HOV lanes, entered the program. In addition, the study examined the seven agencies’ current utilization of asset management practices. Such practices are intended to help organizations with large infrastructure holdings to more efficiently manage their reinvestment needs. The Federal Transit Administration (FTA) found that, while all seven agencies maintain comprehensive asset inventories for capital planning purposes, other asset management practices are lacking. Based on the report’s analysis, the Rail Modernization Study offers four options that Congress and FTA may wish to consider: (1) Modification to the existing fixed guideway modernization fund formula; (2) Implementation of a temporary funding source designed to eliminate the existing SGR backlog; (3) Technical support for asset management; and (4) Capital asset reporting. KW - Asset management KW - Capital investments KW - Chicago Transit Authority KW - Federal aid KW - Light rail transit KW - Massachusetts Bay Transportation Authority KW - Modernization KW - New Jersey Transit KW - New York State Metropolitan Transportation Authority KW - Railroad commuter service KW - Rapid transit KW - San Francisco Bay Area Rapid Transit District KW - Southeastern Pennsylvania Transportation Authority KW - Washington Metropolitan Area Transit Authority UR - http://www.fta.dot.gov/documents/Rail_Mod_Final_Report_4-27-09.pdf UR - https://trid.trb.org/view/888857 ER - TY - RPRT AN - 01128375 AU - Sillars, David N AU - Hallowell, Matthew AU - Armijos, Jean Pol AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Development of a Decision Model for Selection of Appropriate Timely Delivery Techniques for Highway Projects PY - 2009/04//Final Report SP - 216p AB - The primary “umbrella” method used by the Oregon Department of Transportation (ODOT) to ensure on-time performance in standard construction contracting is liquidated damages. The assessment value is usually a matter of some judgment. In practice, however, liquidated damages are not seen as an effective incentive, and they are rarely assessed. Other contracting and management methods which focus on encouraging timely performance have been identified, but they are used sporadically. Implementation of a system that creates better awareness of alternative schedule-delivery methods and that provides a consistent model for choosing among these methods would improve ODOT’s schedule performance. This research project investigated the development of a tool to assist in selection of methods for ensuring timely project delivery, given a specific project profile. A selection model was developed that is stable and scalable. The investigators worked with a group of project delivery experts at ODOT to solicit and codify expert opinion. The data provided parameters that were used in a newly-developed algorithm for creating a model that prioritizes among project delivery choices. The model allows for user input of specific project parameters, which then creates a project-specific prioritization of techniques. The model proposes an implementation scheme that is managed centrally, providing for consistency, yet operated regionally, providing for project-based customization. KW - Algorithms KW - Construction management KW - Contracting KW - Decision making KW - Expert opinion KW - Highway projects KW - Mathematical models KW - On time performance KW - Oregon Department of Transportation KW - Project delivery KW - Strategic planning UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/Del_Tech_Hwy.pdf UR - https://trid.trb.org/view/888855 ER - TY - RPRT AN - 01127413 AU - Richardson, David N AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Quick Test for Durability Factor Estimation PY - 2009/04//Final Report SP - 127p AB - The Missouri Department of Transportation (MoDOT) is considering the use of the AASHTO T 161 Durability Factor (DF) as an end-result performance specification criterion for evaluation of paving concrete. However, the test method duration can exceed 75 days before results are known. MoDOT contracted with the Missouri University of Science and Technology (Missouri S&T) to develop a method of approximation of DF based primarily on aggregate testing that would be of a shorter duration. Nineteen different ledge samples representing 18 ledges, 10 geologic formations (nine limestone and one dolomite) were sampled by MoDOT and delivered to Missouri S&T. The ledge samples represented DFs of 28 to 95 and nominal maximum aggregate sizes of ⅜ to 1 in. The aggregates were subjected to twelve different test methods. This information, coupled with MoDOT historical gradation, specific gravity, absorption, and deleterious materials data, formed the basis of the test study dataset. Multiple linear regression was used to produce seven models of varying accuracy and complexity for DF prediction. Historical T 161 DF data for the same aggregate materials (different samples) was used as the dependent variable. Model R-squared values ranged from 0.804 to 0.974. Thus, seven options were open to MoDOT for consideration. As an alternate to the regression models, a threshold-limits method was presented. KW - AASHTO T 161 KW - Aggregate tests KW - Concrete KW - Durability tests KW - Freeze thaw durability KW - Regression analysis KW - Test procedures UR - http://library.modot.mo.gov/RDT/reports/ri07042/or09020.pdf UR - https://trid.trb.org/view/887946 ER - TY - RPRT AN - 01127309 AU - Federal Railroad Administration TI - Vision for High-Speed Rail in America PY - 2009/04 SP - 28p AB - President Obama proposes to help address the Nation’s transportation challenges by investing in an efficient, high-speed passenger rail network of 100- to 600-mile intercity corridors that connect communities across America. This vision builds on the successful highway and aviation development models with a 21st century solution that focuses on a clean, energy-efficient option (even today’s modest intercity passenger rail system consumes one-third less energy per passenger-mile than automobiles, for example). Developing a comprehensive high-speed intercity passenger rail network will require a long-term commitment at both the Federal and State levels. The President proposes to jump-start the process with the $8 billion down payment provided in the American Recovery and Reinvestment Act (ARRA) and a high-speed rail grant program of $1 billion per year (proposed in his fiscal year (FY) 2010 budget). The table of contents lists the following headings: Historical Perspective, Current Challenges, Legislative Foundation, Funding Approach, Project Selection, and Implementation Schedule. KW - American Recovery and Reinvestment Act of 2009 KW - Financing KW - Grant aid KW - High speed rail KW - History KW - Intercity transportation KW - Legislation KW - Plan implementation KW - Railroads KW - Strategic planning KW - United States UR - http://www.apta.com/gap/legissues/passengerrail/Documents/FRA_HSR_Strategic_Plan.pdf UR - https://trid.trb.org/view/887895 ER - TY - RPRT AN - 01126554 AU - Vudumu, Shravan K AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Safety Risks of Hydrogen Fuel for Applications in Transportation Vehicles PY - 2009/04//Final Report SP - 9p AB - Combustion of hydrocarbon fuels in many practical applications produces pollutants that are harmful to human health and environment. Hydrogen fuel is considered to be a potential answer to the clean energy demands, especially with the advances in fuel cells and hydrogen powered internal combustion engines. The transition from fossil to hydrogen fuel involves many challenges that must be overcome for a widespread hydrogen economy. Safety is a critical issue during the design and operation of vehicles and storage tanks involving hydrogen, whose properties are drastically different compared to the traditional fuels such as gasoline. Experimental study and theoretical analysis were performed to investigate the flammability of hydrogen-air mixtures and its dependence on various parameters. To understand the transient behavior of hydrogen mixing and associated flammability limits in air during an accidental release, computational tools were used. The numerical simulations display the spatial and temporal distributions of hydrogen and the complex flow patterns demonstrate the fast formation of flammable zones with implications in the safe and efficient use of hydrogen in various applications. This study is essential to support the fire safety and prevention guidelines. Results obtained in this work are expected to be utilized for developing the necessary fire safety codes and standards for hydrogen-powered transportation vehicles and for the prevention and safe handling of hydrogen fires and detonations. KW - Design standards KW - Fire prevention KW - Flammability KW - Guidelines KW - Hydrogen codes and standards KW - Hydrogen fueled vehicles KW - Hydrogen fuels KW - Hydrogen safety KW - Safety KW - Simulation UR - http://utc.mst.edu/documents/R203_Vudumu_CR.pdf UR - https://trid.trb.org/view/887671 ER -