TY - ABST AN - 01462318 TI - Ex Situ Scour Testing Device AB - The intent of this study is to develop an Ex situ Scour Testing Device (ESTD) that can be used for estimating bridge scour in cohesive soils. The ESTD technology can determine the erosion rate of soil samples, which are used to transfer the soil test results to the bridge pier scour computations. The ESTD technology is capable to simulate pressure fluctuations that are associated with the extreme turbulence that occurs around a bridge pier. KW - Bridge design KW - Bridge foundations KW - Bridge piers KW - Cohesive soils KW - Erosion KW - Research projects KW - Scour KW - Soil tests UR - https://trid.trb.org/view/1230539 ER - TY - ABST AN - 01462311 TI - Global Positioning System (GPS) Surface Observation System Installation for Integrated Perceptible Water Vapor (IPWV) AB - The installation of GPS Surface Observation System (GSOS) meteorological sensors at NDGPS sites provides useful weather observations and the information needed to calculate atmospheric water vapor. KW - Atmospheric water vapor KW - Global Positioning System KW - Meteorology KW - Precipitation (Meteorology) KW - Research projects KW - Sensors KW - Water vapor KW - Weather KW - Weather forecasting UR - https://trid.trb.org/view/1230532 ER - TY - ABST AN - 01462310 TI - National Environmental Policy Act Environmental Investigations in Support of NDGPS AB - The National Differential Global Positioning System (NDGPS) program serves transportation, public safety, and scientific applications. As part of this effort, the Federal Highway Administration (FHWA) presently is gathering information to prepare documentation to support a Finding Of No-Significant Impact (FONSI) as outlined in the NDGPS Environmental Assessment (PEA), which was prepared for the entire NDGPS Program. KW - Differential Global Positioning System KW - Environmental impacts KW - Environmental policy KW - Finding of no significant impact KW - Global Positioning System KW - Research projects UR - https://trid.trb.org/view/1230531 ER - TY - ABST AN - 01462305 TI - In-Depth Laboratory Evaluation of Fatigue Cracks in Steel Bridges AB - As part of the Steel Bridge Testing Program, this research project will complete laboratory testing comparing capabilities of state-of-the-art nondestructive evaluation technologies for the detection of growing cracks in steel girders. KW - Bridge design KW - Crack detection KW - Cracking KW - Nondestructive tests KW - Research projects KW - State of the art KW - Steel bridges KW - Technological innovations UR - https://trid.trb.org/view/1230526 ER - TY - ABST AN - 01462304 TI - Steel Bridge One-Coat Paint Study AB - This project will identify durable and economically viable commercial one-coat paint system(s) applicable to steel bridges. Interim reports will be available in late 2008. KW - Coatings, fillers and paints KW - Painting KW - Research projects KW - Steel KW - Steel bridges KW - Steel structures UR - https://trid.trb.org/view/1230525 ER - TY - ABST AN - 01462303 TI - Steel Bridge 100-Year Coating Study: Phase 1 AB - This project will evaluate existing polymeric and metallic coating materials, which have demonstrated possibilities of providing 100-year, maintenance-free, service life on steel bridges. KW - Bridge maintenance KW - Bridges KW - Coatings, fillers and paints KW - Metallic composites KW - Research projects KW - Service life KW - Steel bridges UR - https://trid.trb.org/view/1230524 ER - TY - ABST AN - 01462301 TI - Nondestructive Evaluation (NDE) Web Manual AB - The objective of this research project is to development of a basic framework of a Web-based manual, comparing nondestructive evaluation (NDE) capabilities for bridges, pavements, and other ancillary structures. KW - Bridges KW - Computer program documentation KW - Nondestructive tests KW - Pavements KW - Research projects KW - Websites (Information retrieval) UR - https://trid.trb.org/view/1230522 ER - TY - ABST AN - 01462300 TI - Alkali-Silica Reaction (ASR) Research and Deployment Program AB - Elucidate the ASR mechanism, develop accelerated reliable laboratory methods and nondestructive evaluation methods for field use and methodology for rehabilitation of structures affected with ASR with cost effective techniques. Interim progress reports on various objectives as outlined above will be available. KW - Alkali silica reactions KW - Cost effectiveness KW - Laboratory tests KW - Nondestructive tests KW - Rehabilitation (Maintenance) KW - Research projects UR - https://trid.trb.org/view/1230521 ER - TY - ABST AN - 01462298 TI - Small Business Innovation Research: 3-66 Signal Transition Logic--Phase II AB - This research project will implement the National Cooperative Highway Research Program research 3-66 signal transition logic into a real-world, advanced transportation controller (ATC). Signal transition logic utilizes dynamic programming algorithms to choose the next series of signal states to arrive in a desired state to minimize both delay and other criteria when faced with unusual traffic sensor inputs such as trains, fire trucks, police, ambulances, funeral processions, and tractor trailers. Current technologies only allow non-optimal processing of these items as preempts. KW - Algorithms KW - Research projects KW - Special events KW - Technological innovations KW - Traffic control centers KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/1230519 ER - TY - RPRT AN - 01139284 AU - Bassham, Lynnda AU - Luttrull, Dana AU - Lower Savannah Council of Governments AU - Federal Transit Administration TI - United We Ride/Mobility Services for All Americans Joint Demonstration Phase One – System Planning and Design PY - 2009/01/19/Final Report SP - 56p AB - This report details a review of the process of designing a travel management coordination center in the Lower Savannah Region (Aiken), South Carolina. Lower Savannah Council of Governments of Aiken was awarded a planning grant as one of eight sites selected nationally for a USDOT Mobility Services for All Americans demonstration project to develop a system design process and design document for a regional Travel Management and Coordination Center (TMCC). The system design was to emphasize the important role transportation coordination among human service agencies and providers would play, as well as the important role played by Intelligent Transportation Systems (ITS). The Lower Savannah Regional TMCC model provides the consumer with access not only to improved transportation options, but also access to comprehensive human service program information, referral and assistance by merging the functions of a TMCC with an existing Aging & Disability Resource Center. KW - Coordination KW - Intelligent transportation systems KW - Mobility KW - Regional transportation KW - Social service agencies KW - System design KW - Transportation disadvantaged persons KW - Travel Management Coordination Center UR - http://www.fta.dot.gov/documents/LSCOG_PhaseI_Final_Report.pdf UR - https://trid.trb.org/view/898918 ER - TY - ABST AN - 01464268 TI - Research for AASHTO Standing Committee on Highways. Task 275. SCOH Strategic Plan Support AB - The objective of this project is to develop a new strategic plan for the AASHTO Standing Committee on Highways (SCOH). KW - American Association of State Highway and Transportation Officials KW - Highways KW - Planning and design KW - Strategic planning KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2603 UR - https://trid.trb.org/view/1232497 ER - TY - RPRT AN - 01122964 AU - Department of Transportation TI - Investment Opportunities for Managing Transportation Performance through Technology PY - 2009/01/16/White Paper SP - 34p AB - The incoming Obama Administration has laid out several objectives for economic recovery plan investments, such as: Ready to go within a few months; Yield both short- and long-term benefits; and Create and maintain jobs. In the transportation sector, state and local governments and transit agencies are compiling lists of projects that meet these criteria. AASHTO, APWA and APTA, for example, have identified $64.3 billion, $15.4 billion and $12.2 billion respectively in “shovel-ready” projects that could begin quickly. As transportation is about moving people and goods safely and effectively, it is important to consider the scope and timing of the operational benefits these projects will deliver. Effectively operating the transportation system is a daily process vital to the economy and central to transportation and transit agency missions. Moreover, transportation operations provide continual public and private sector employment opportunities. Intelligent Transportation Systems (ITS) use technology to enable operating agencies and private users to keep transportation systems performing as efficiently and safely as possible. Investments in ITS and operations are fully consistent with the intent of the economic recovery plan and can be proffered as candidates. This white paper contains information about types of projects that support the operation of the transportation system. It is divided into three sections: Summary; Background - a paragraph on each technology option mentioned; and Appendix - one page summaries of the technology with benefits information. KW - Economic growth KW - Economic recovery KW - Employment KW - Intelligent transportation systems KW - Investments KW - Job opportunities KW - Technology KW - Transportation KW - Transportation projects UR - http://www.its.dot.gov/press/pdf/transportation_tech.pdf UR - https://trid.trb.org/view/884559 ER - TY - RPRT AN - 01129338 AU - City of Cedar Falls AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Finding of No Significant Impact for Greenhill Road Extension from Hudson Road to 27th Street, STP-U-1185(635)--70-07, City of Cedar Falls, Iowa PY - 2009/01/15 SP - v.p. AB - The Federal Highway Administration (FHWA) has determined that the Greenhill Road Extension from Hudson Road to 27th Street in Cedar Falls, Iowa, will not have any significant impact on the human and natural environment. This Finding of No Significant Impact (FONSI) is based on the attached Environmental Assessment which has been independently evaluated by the FHWA and determined to adequately and accurately discuss the need, environmental issues, impacts of the proposed project and appropriate mitigation measures. It provides sufficient evidence and analysis for determining that an Environmental Impact Statement is not required. KW - Cedar Falls (Iowa) KW - Environmental impact analysis KW - Highway planning UR - https://trid.trb.org/view/889634 ER - TY - RPRT AN - 01121985 AU - Titus, James G AU - Anderson, K Eric AU - Cahoon, Donald R AU - Gesch, Dean B AU - Gill, Stephen K AU - Gutierrez, Benjamin T AU - Thieler, E Robert AU - Williams, S Jeffress AU - Environmental Protection Agency AU - U.S. Geological Survey AU - National Oceanic and Atmospheric Administration AU - Department of Transportation TI - Coastal Sensitivity to Sea Level Rise: A Focus on the Mid-Atlantic Region PY - 2009/01/15/U.S. Climate Change Science Program SP - 298p AB - The U.S. Climate Change Science Program (CCSP) was launched in February 2002 as a collaborative federal interagency program, under a new cabinet-level organization designed to improve the government-wide management and dissemination of climate change science and related technology development. The mission of the CCSP is to “facilitate the creation and application of knowledge of the Earth’s global environment through research, observations, decision support, and communication”. This Product is one of 21 synthesis and assessment products (SAPs) identified in the 2003 Strategic Plan for the U.S. Climate Change Science Program, written to help achieve this mission. One of the major goals within the mission is to understand the sensitivity and adaptability of different natural and managed ecosystems and human systems to climate and related global changes. This SAP addresses this goal by providing a detailed assessment of the effects of sea-level rise on coastal environments and presenting some of the challenges that need to be addressed in order to adapt to sea-level rise while protecting environmental resources and sustaining economic growth. This Product focuses on the U.S. mid-Atlantic coast, which includes the eight states from New York to North Carolina. The Mid-Atlantic is a region where high population density and extensive coastal development is likely to be at increased risk due to sea-level rise. KW - Climate change KW - Coasts KW - Environmental impacts KW - Environmental protection KW - Middle Atlantic States KW - Sea level UR - http://purl.access.gpo.gov/GPO/LPS110750 UR - https://trid.trb.org/view/884007 ER - TY - ABST AN - 01462078 TI - A Multiple-Sensor Wireless Network for Bridge Structural Health Monitoring AB - The ability to monitor the condition of a bridge structure to detect damage or change in condition at early stages is of significant interest to many bridge owners. The objective of this study is to develop and test a bridge structural health monitoring system that is low cost and efficient. The system combines various types of sensor information and provides early warning of critical structural problems through cooperative data processing and diagnosis. With minimal human intervention, the system can potentially achieve real-time "smart" health monitoring or primary and secondary bridge structures such as beams, truss, joints, welds that are critical for bridge integrity. KW - Bridge design KW - Bridge structures KW - Bridges KW - Remote sensing KW - Research projects KW - Sensors KW - Structural health monitoring KW - Structural integrity KW - Wireless communication systems UR - https://trid.trb.org/view/1230298 ER - TY - SER AN - 01128975 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Roesler, Jeffery R AU - Huntley, J Gregory AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Performance of I-57 Recycled Concrete Pavement PY - 2009/01/09/Final Report IS - 09-032 SP - 89p AB - In 1986-1987 the Illinois Department of Transportation (IDOT) constructed a demonstration project on I-57 near Effingham, Illinois to evaluate the viability of recycling an existing jointed reinforced concrete pavement for use as its primary aggregates in the surface mixture of a 10-in. continuously reinforced concrete pavement (CRCP). This CRCP test section on northbound and southbound I-57 contained a 7-in. cement-stabilized subbase and a 13.5-ft extended lane width. Longitudinal reinforcement bars were placed using the tube feeding method. Functional and structural data, including falling weight deflectometer testing (FWD), distress surveys, friction testing, surface profile testing, and conditions rating surveys were collected periodically throughout the life of the pavement. Structural test data demonstrate a pavement section that has exhibited excellent load carrying capacity (less than 0.006-in. deflection under 9-kip load), and load transfer efficiency across the transverse cracks. Furthermore, the cement-treated subbase and subgrade have performed well over the CRCP’s service life. There also was no structural response or cracking difference between the sections with the stabilized base extended under the shoulder versus the base that is only a standard lane width. Few structural distresses are observed except for the prominent amount of longitudinal cracking that appears over the reinforcement bars in all lanes. This abnormal cracking pattern has been noted for many years and has been attributed to settlement cracking associated with the original tube feeding process, the bar size selected, the bulk density of the concrete with recycled concrete aggregate (RCA), and the higher drying shrinkage of RCA concrete. The section has developed a significant amount of localized distresses and patches over the past 5 years as a result of the further deterioration of this longitudinal cracking distress. A petrographic examination has concluded that there is no deleterious alkali-silica reaction occurring in the RCA test section, and that the air void system is normal. The mean transverse crack spacing is approximately 1.5 ft, which is significantly shorter than normal CRCP and can be attributed to the greater drying shrinkage potential, slightly lower tensile strength, and reduced fracture properties of RCA. Functionally, the pavement shows good skid resistance and fair-to-good ride quality. Overall, the performance of this CRCP with RCA has exceeded roughly 50% of the 10-in. CRCP within Illinois in terms of age and 25% in terms of traffic. Based on the 20 years of performance on the I-57 CRCP section, the future use of RCA on concrete pavement in Illinois can be approached with confidence and optimism. IDOT’s original material assessment has avoided any material-related distress such as freeze–thaw damage (D-cracking), ASR, and corrosion of the steel from excess chloride content. Future application of RCA in concrete pavements should consider its higher drying shrinkage potential and lower tensile strength and fracture energy. Future implementation of moist curing on concrete pavements with RCA or use of two-lift construction technique would minimize risk of the extremely close crack spacing due to excessive drying shrinkage noted on the I-57 CRCP test section. KW - Continuously reinforced concrete pavements KW - Deflection KW - Load transfer KW - Longitudinal cracking KW - Pavement performance KW - Recycled concrete aggregate KW - Ride quality KW - Shrinkage KW - Skid resistance KW - Tensile strength KW - Transverse cracking UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-09-032.pdf UR - http://ntl.bts.gov/lib/31000/31000/31020/ICT-09-032.pdf UR - https://trid.trb.org/view/889134 ER - TY - RPRT AN - 01129339 AU - Iowa Department of Transportation AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Interstate 74 Quad Cities Corridor Study, Scott County, Iowa and Rock Island County, Illinois: Final Environmental Impact Statement and Section 4(f) Statement PY - 2009/01/08 SP - v.p. AB - The Iowa and Illinois Departments of Transportation (DOTs) and the Federal Highway Administration (FHWA) are proposing improvements to the Interstate 74 (I-74) corridor in the Quad Cities from Avenue of the Cities (23rd Avenue) in Moline, Illinois, to 1 mile north of 53rd Street in Davenport, Iowa. The study corridor traverses the cities of Moline, Bettendorf, and Davenport and includes a crossing of the Mississippi River. This Final Environmental Impact Statement (FEIS) is presented in the form of a condensed FEIS. In addition to summarizing the information in the Draft Environmental Impact Statement (DEIS) released in 2003, this condensed FEIS presents information that has changed since the circulation of the DEIS and identifies the Preferred Alternative of the project sponsors, the Iowa DOT, the Illinois DOT, and the FHWA. Other differences from the DEIS include a summary and disposition of the comments received from the public and agencies during the circulation of the DEIS and a more detailed discussion of mitigation for impacts to resources. The DEIS is included on a CD in a sleeve inside the back cover of this document. KW - Environmental impact statements KW - Highway planning KW - Improvements KW - Rock Island County (Illinois) KW - Scott County (Iowa) UR - https://trid.trb.org/view/889636 ER - TY - ABST AN - 01464308 TI - Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation AB - Increases in global energy consumption, especially within the transportation sector, are expected to increase demand for oil. Fossil fuel emissions and greenhouse gases from all sources may continue to increase, contributing to air pollution and climate change. As the effects of climate change become more evident, there will be a continual push to move toward energy efficiency and alternative fuels in the transportation sector. Given that the entire transportation sector accounted for more than 90% of all liquid fuel consumption in 2006, it is clear that changes in energy infrastructure and energy sources will affect transportation activities. World population growth and energy demand are inexorably linked, but the fossil-based energy supply is finite. Alternative technologies are emerging in the marketplace and may have the potential to require enormous changes over time in how state departments of transportation (DOTs) operate. Implementation of alternative fuels will also necessitate a change in highway funding strategies. Most of the revenue that DOTs use for the construction, operation, and maintenance of the highway system comes from federal and individual state gas taxes assessed on traditional motor vehicle fuels. The ability to finance future transportation programs has already been negatively affected by various technological, economic, and social changes, and these affects will be magnified over time. The objectives of this research are (1) to determine how the mandate, role, funding, and operations of DOTs will likely be affected by future changes in long-term energy supply and demand and (2) to identify strategies and actions that can be used by the DOTs to plan and prepare for these effects. KW - Alternate fuels KW - Climate change KW - Demographics KW - Fuel costs KW - Land use planning KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2632 UR - https://trid.trb.org/view/1232537 ER - TY - RPRT AN - 01120532 AU - Maritime Administration AU - IHS Global Insight, Incorporated TI - An Evaluation of Maritime Policy in Meeting the Commercial and Security Needs of the United States PY - 2009/01/07 SP - 72p AB - This report evaluates the adequacy of current maritime policy in meeting the commercial, economic, security and environmental needs of the United States in the next three decades. The report assesses ability of the maritime transportation system and maritime policy to cope with increasing trade volumes. The evaluation is conducted in the context of a long-term forecast of the foreign trade of the United States through the year 2038. The findings of this report lead to the overall conclusion that the current body of policies is only supportive of domestic maritime trades. Policy is not supportive of U.S. participation in international trades. KW - Domestic transportation KW - Economic impacts KW - Environment KW - International transportation KW - Needs assessment KW - Security KW - Trade KW - Transportation policy KW - United States KW - Water transportation UR - https://trid.trb.org/view/879067 ER - TY - ABST AN - 01462637 TI - Soil and Groundwater Impacts of Chemical Mixture Releases from Hazardous Materials Transportation Incidents AB - Screening models, as well as detailed, computationally intensive models, exist to characterize site-specific impacts on soil and groundwater from hazardous materials releases. These models require various fate and transport parameters as input, which are generally available for pure chemical compounds. However, these parameters are not typically available for many of the hazardous materials mixtures that are transported, such as herbicides, paint, cleaning compounds, motor oil, antifreeze, gasoline, and ethanol. A tool is needed to estimate these parameters for mixtures in order to assess the relative impact of releases. The objective of this research is to develop a tool to assess, classify, predict, and quickly communicate fate and transport characteristics of chemical mixtures released into the soil and groundwater as a result of hazardous materials transportation incidents. The tool will allow carriers, shippers, responders, risk compliance specialists, and regulators to assess, compare, classify, and communicate the environmental hazards to soil and groundwater posed by chemical mixtures in transport. KW - Environmental impacts KW - Groundwater KW - Hazardous materials KW - Incident management KW - Quantitative analysis KW - Soils KW - State of the art UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2426 UR - https://trid.trb.org/view/1230858 ER - TY - ABST AN - 01462330 TI - Fatigue Resistance of Rib to Deck Welds in Steel Orthotropic Decks AB - This research project will develop welding procedures for fabrication of steel orthotropic bridge decks. The project will focus on the quantifying the variables affecting the fatigue resistance of rib-to-deck welds. Originally the project was to evaluate the Hybrid Laser Arc Welding (HLAW) process for re-decking the Walt Whitman Bridge in Philadelphia, but project did not get results quickly enough and the scope was expanded to also include conventionally used steel fabrication welding processes. The project is now evaluating the fatigue resistance of rib-to-deck welds made using HLAW, SAW, and GMAW welding processes at various weld penetrations of fillet, 20%, 40%, 60%, 80% and 100% weld penetration. KW - Bridge decks KW - Bridge design KW - Cracking KW - Fabrication KW - Fatigue (Mechanics) KW - Hybrid Laser Arc Welding KW - Philadelphia (Pennsylvania) KW - Research projects KW - Welding UR - https://trid.trb.org/view/1230551 ER - TY - ABST AN - 01461604 TI - Evaluating the Effects of Community Prohibitions on Rail Shipments of Hazardous Materials in a Network Environment AB - In the wake of the 9/11 terrorist attacks, numerous communities voiced concerns regarding the rail movement of hazardous materials through their jurisdictions. What began as a patchwork of proposed prohibitions of such movements has now emerged as a federal policy debate. The proposed research will use sophisticated rail routing software to better understand the array of effects that might be expected if such prohibitions are, in fact, sanctioned. KW - Freight traffic KW - Freight trains KW - Freight transportation KW - Hazardous materials KW - Policy making KW - Routing UR - https://trid.trb.org/view/1229823 ER - TY - RPRT AN - 01616166 AU - Gautam, Biraj AU - Yuan, Deren AU - Abdallah, Imad AU - Nazarian, Soheil AU - University of Texas, El Paso AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Using Local Materials for Roadway Base and Subbase PY - 2009/01//Technical Report SP - 126p AB - Flexible base materials that meet Texas Department of Transportation (TxDOT) specifications are getting more difficult to purchase in many TxDOT Districts. As a result, high quality materials have to be hauled in long distances, sometimes from other States. This act would significantly increase the costs associated with the construction of roads and subsequent maintenance and rehabilitation of them. Out-of-specification local materials are normally available. If through appropriate modifications of the materials (adjusting the gradation or/and chemical treatment) or structural design (specifying thicker layers of base and/or hot mix) the use of the local materials can be permitted, the construction can be accelerated and significant monetary benefits can be realized. Under the current TxDOT specification (Item 247), a material can be considered out-of-specification (low-quality) for a variety of reasons such as inadequate gradation, inadequate plasticity and inadequate strength. In many cases, the local flexible base supplies miss the standard specifications by a small margin. Since the criteria set in Item 247 are experienced-based, some of the parameters used to classify a base may be less significant than others. In this report, guidelines and test protocols for the use of out-of-specification base materials in low volume roads are recommended on the basis of test results of ten materials from five TxDOT districts. KW - Base course (Pavements) KW - Guidelines KW - Local materials KW - Low volume roads KW - Specifications KW - Subbase (Pavements) KW - Test procedures KW - Texas UR - http://ctis.utep.edu/Reports/0-5562_1%20Report%20final.pdf UR - https://trid.trb.org/view/1429011 ER - TY - RPRT AN - 01523699 AU - Ahlstrom, Vicki AU - Muldoon, Robert AU - Dorsey, Henry AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Factors Affecting the Communication of Status Information Between Technical Operations and Air Traffic Personnel PY - 2009/01//Technical Report SP - 35p AB - The purpose of this study is to identify and assess ways to improve communication of system status between two key groups within the Federal Aviation Administration: Technical Operations and Air Traffic. To accomplish this goal, researchers employed qualitative measures to examine a number of elements related to how these two groups communicate system status, including information needs and methods of information transfer. Three major processes emerged that related to the communication of system status: coordination, information transfer, and logging. The information needs and methods used for each process are different. The authors present some common complications that may arise during communication of system status between the two groups as well as some conditions for successful communication. This study highlights the importance of a shared situational awareness for effective communication and identifies several potential strategies for facilitating effective communication between Technical Operations and Air Traffic personnel. KW - Air traffic KW - Airport operations KW - Alertness KW - Communication KW - Coordination KW - Information transfer KW - Personnel KW - U.S. Federal Aviation Administration UR - http://hf.tc.faa.gov/publications/2009-factors-affecting-the-communication-of-status-information/full_text.pdf UR - https://trid.trb.org/view/1307228 ER - TY - RPRT AN - 01488564 AU - Moses, Thomas L AU - Hulsey, J L AU - Connor, Billy AU - University of Alaska Fairbanks AU - California Department of Transportation AU - Research and Innovative Technology Administration TI - Airport Managers’ Guide for the Maintenance of Asphalt Pavements of General Aviation Airports PY - 2009/01//Final Report SP - 78p AB - Hot asphalt pavement (HAP) is used as a surface material on many General Aviation(GA) airports in California. This guide, written for GA managers with limited experience with asphalt pavements, provides the basics of pavement design, construction and maintenance. Key topics include pavement distress; maintenance strategies; asphalt pavement construction; pavement design; and asphalt mix design. It provides references to other sources for in-depth treatment of topics. KW - Airport runways KW - Asphalt pavements KW - General aviation airports KW - Hot mix asphalt KW - Pavement design KW - Pavement distress KW - Pavement maintenance UR - http://www.dot.ca.gov/newtech/researchreports/reports/2009/ca08-0564.pdf UR - https://merritt.cdlib.org/d/ark:%252f13030%252fm5dr308d/1/CA08-0564.pdf UR - https://trid.trb.org/view/1256488 ER - TY - RPRT AN - 01469925 AU - Trost, Steve AU - Strategic Solutions International, LLC AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Measuring Air Void Characteristics of Oklahoma Air-Entrained Concrete using the Air Void Analyzer (AVA) / Analyzing AVA Sources of Error PY - 2009/01//Final Report SP - 56p AB - The conventional method for measuring the size distribution of air voids in concrete (ASTM C457) requires a technician with highly-specialized training and can only be performed on hardened concrete. Waiting several days or even weeks for the concrete to harden enough to be tested does not provide the timely feedback needed for adequate quality control of the concrete’s air void structure. To overcome this problem, a Danish company (Dansk Beton Teknik) developed a device to measure the size distribution of air in fresh concrete. The device, known as the Air Void Analyzer (AVA), relies on Stoke’s law to measure bubble size distribution by timing the bubbles as they rise through a column of glycerol and water. The Oklahoma Department of Transportation contracted with Strategic Solutions International, LLC to use the AVA to quantify the air void characteristics of standard air-entrained concrete mixes in Oklahoma and to quantify the sources of error inherent in AVA measurements. The investigation included the following broad tasks: (1) Quantify the air void characteristics of standard mixes being used throughout the state of Oklahoma using the AVA; (2) Quantify the sources of sampling and testing error inherent in the AVA test procedures and equipment; and (3) Develop and evaluate modifications to the AVA test procedures and/or equipment to improve the precision of the measurements. The investigation revealed the following: 75% of mixes tested had their average Spacing Factor above the 0.010-inch threshold and 65% of the mixes tested had their 95% Lower Confidence Limit above the 0.010-inch threshold. Pumping bridge concrete using a conventional pump truck increased the measured Spacing Factor by 0.0018 inches on average. The temperature of the liquids in the AVA riser column was found to be the most influential source of potential error. In addition, temperature sensing and control capabilities of the current AVA equipment were found to be lacking, especially in light of the strong influence of temperature on the measured results. KW - Air entrained concrete KW - Air void analyzers KW - Air voids KW - Concrete KW - Confidence limits KW - Error analysis KW - Fresh concrete KW - Oklahoma KW - Spacing factor values KW - Temperature UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0803.pdf UR - https://trid.trb.org/view/1237858 ER - TY - ABST AN - 01462073 TI - Travel Management Coordination Center AB - The objective of this project is to support the efforts of Camden County Workforce Investment Board (Board) to develop a replicable and scalable Travel Management Coordination Center (TMCC), as part of the United We Ride and Mobility Services for All Americans (MSAA) Initiative---Phase II. With its background in human service outreach, strong stakeholder involvement, and utilizing intelligent transportation system (ITS) technologies, the Board will develop a more fully coordinated system of transportation that would create efficiencies for both riders and providers-the TMCC. Thus, the TMCC will increase access for all transportation disadvantaged customers to all local and regional modes of transportation, ranging from State transit agency (NJ Transit) to community and faith-based organizations, and local municipal and county operators. KW - Camden (New Jersey) KW - Coordination KW - Intelligent transportation systems KW - Mobility KW - Mode choice KW - Public transit KW - Research projects KW - Ridership KW - Transit operators KW - Travel Management Coordination Center KW - United We Ride UR - https://trid.trb.org/view/1230293 ER - TY - RPRT AN - 01455174 AU - Raoufi, Kambiz AU - Their, Tony AU - Weiss, W Jason AU - Olek, Jan AU - Nantung, Tommy E AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Saw-Cutting Guidelines for Concrete Pavements: Examining the Requirements for Time and Depth of Saw-Cutting PY - 2009/01//Final Report SP - 809p AB - Joints are placed in Portland cement concrete pavements (PCCP) to control random cracking. These joints provide a weakened plane that enables a crack to form in a controlled manner, relieving residual stresses that develop when thermal, hygral, or hydration movements are resisted by sub grade and adjoining pavement. While the concept of creating a weakened plane through saw-cutting is straightforward, determining the time and depth of the saw-cut has proven to be complicated. The goal of this project was to reduce the risk for joint raveling and random cracking. Specifically, this project has focused on: developing a procedure for determining the appropriate saw-cutting time window for typical pavements constructed in the state of Indiana, determining the depth of the saw-cut that minimizes the risk of micro-cracking and random crack development, and developing tools and training materials for paving contractors and state inspectors that aid in implementing the findings of this study in concrete pavements. Toward this end the project was divided into three phases. The first phase of the project consisted of shadowing five pavement projects in Indiana. From these field investigations practical information was gained which was useful in developing the laboratory testing program. The second phase of this work involved in the development of the laboratory testing program. This phase in large part was involved in the development and commissioning of a new tensile wedge testing approach to determine the early age properties of concrete. Finally, finite element simulations were performed to simulate the early-age behavior of pavements constructed under a variety of saw-cutting sequences, environmental conditions. A strength reduction factor was computed based on the depth of the saw-cut. It was shown that the time of the saw-cut introduction needs to occur before the residual stress divided by the product of the strength reduction factor and tensile strength was equal to unity. It was also shown that shallower saw-cut depths were more prone to construction and material property variability. Recommendations are made to assist contractors in determining when saw-cuts are placed that can greatly improve field operations. KW - Concrete pavements KW - Cracking KW - Field studies KW - Finite element method KW - Indiana KW - Laboratory tests KW - Portland cement concrete KW - Saw-cut depth KW - Sawed joints KW - Stripping (Pavements) KW - Tension tests KW - Timing UR - http://dx.doi.org/10.5703/1288284313449 UR - https://trid.trb.org/view/1218803 ER - TY - RPRT AN - 01454867 AU - Ji, Yigong AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Mechanistic Evaluation of Rubblized PCC Pavements PY - 2009/01//Final Report SP - 77p AB - This report presents a mechanistic approach and procedures for determining layer coefficients to characterize the in-situ behaviors of rubblized pavements. This procedure was developed based on the 1993 AASHTO Pavement Design Guide utilizing Falling Weight Deflectometer (FWD) testing and in-place simulation using back-calculation layer modulus. In order to evaluate the rubblized pavement systematically, twelve constructed pavement sections were extensively tested by FWD annually after construction. The FWD data was processed using the proposed mechanistic procedure. In addition, statistical analysis was conducted to compare the pavement structure parameters each year, including layer coefficient and in-situ resilient modulus using Analysis of Variance (ANOVA) and Z-tests. In the ANOVA, the comparison of the structure capacities derived from the field FWD tests with those from the mechanistic procedure supports the null hypothesis, which concluded there is no difference between the structural numbers from these two methods. Also, statistically, the layer coefficients in each year are significantly different. The in-situ resilient moduli for each year varied significantly. The results from Z-test show that for Hot Mixed Asphalt (HMA) layers, the layer coefficient confidence interval could be as high as 0.70 and also as low as 0.38. For the base layers, the layer coefficient confidence interval could be as high as 0.25 and also as low as 0.16. A layer coefficient of 0.42 is recommended for HMA and 0.22 for rubblized layer for the design of HMA overlay on rubblized PCC pavement. KW - Confidence intervals KW - Falling weight deflectometers KW - Hot mix asphalt KW - Layer coefficient (Pavements) KW - Mechanical analysis KW - Modulus of resilience KW - Overlays (Pavements) KW - Portland cement concrete KW - Rubblized concrete pavements KW - Simulation UR - http://dx.doi.org/10.5703/1288284314323 UR - https://trid.trb.org/view/1218794 ER - TY - RPRT AN - 01454628 AU - Graveen, Cole AU - Falker, Eric Max AU - Beaver, Micah AU - Neithalath, Narayanan AU - Weiss, W Jason AU - Olek, J AU - Nantung, Tommy Edward AU - Gallivan, Victor Lee AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Related Specifications (PRS) for Concrete Pavements in Indiana, Volume 2: Technical Report PY - 2009/01//Final Report SP - 462p AB - Performance-Related Specifications (PRS) are specifications that base pavement acceptance and pay adjustment on the projected performance and predicted life-cycle cost (LCC) for a specific pavement. PRS relate measurable quality characteristics with pavement performance through computer simulations that incorporate physical distress models. Previously, work at ERES consultants by Darter and co-workers developed prototype PRS for jointed plain portland cement concrete pavements (PCC) through Federal Highway Administration (FHWA) through a series of research projects. However, before this research program began, pavements have not been constructed using these specifications. This report describes the Indiana Department of Transportation’s (INDOT) experience with developing and implementing the first and second Level 1 PRS projects during the re-construction of a portion of I-465 east of Indianapolis and I-65 north of Clarksville, respectively. This report includes an overview of the concepts behind PRS, the process of developing a Level 1 PRS, lessons learned from implementing the first PRS in the construction of the pavement outside Indianapolis during the summer of 2000, lessons learned from implementing the second PRS in the construction of the pavement outside Clarksville during the summer of 2002, the use of non-destructive testing procedures to obtain measures of pavement quality, sample specifications, and conclusions and recommendations. In general, this specification was well received by both the agency and the contractors. It is believed that lessons learned on these projects will enable future modifications to the development of performance related specifications with the hope that these specifications will enable longer lasting, more cost effective pavements to be constructed. KW - Concrete pavements KW - Construction projects KW - Indiana KW - Indiana Department of Transportation KW - Lessons learned KW - Life cycle costing KW - Pavement performance KW - Performance based specifications KW - Quality assurance KW - Quality control UR - http://dx.doi.org/10.5703/1288284314214 UR - https://trid.trb.org/view/1218829 ER - TY - RPRT AN - 01454627 AU - Graveen, Cole AU - Falker, Eric Max AU - Beaver, Micah AU - Neithalath, Narayanan AU - Weiss, W Jason AU - Olek, J AU - Nantung, Tommy Edward AU - Gallivan, Victor Lee AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Related Specifications (PRS) for Concrete Pavements in Indiana, Volume 1: Executive Summary PY - 2009/01//Final Report SP - 72p AB - Performance-Related Specifications (PRS) are specifications that base pavement acceptance and pay adjustment on the projected performance and predicted life-cycle cost (LCC) for a specific pavement. PRS relate measurable quality characteristics with pavement performance through computer simulations that incorporate physical distress models. Previously, work at ERES consultants by Darter and co-workers developed prototype PRS for jointed plain portland cement concrete pavements (PCC) through Federal Highway Administration (FHWA) through a series of research projects. However, before this research program began, pavements have not been constructed using these specifications. This report describes the Indiana Department of Transportation’s (INDOT) experience with developing and implementing the first and second Level 1 PRS projects during the re-construction of a portion of I-465 east of Indianapolis and I-65 north of Clarksville, respectively. This report includes an overview of the concepts behind PRS, the process of developing a Level 1 PRS, lessons learned from implementing the first PRS in the construction of the pavement outside Indianapolis during the summer of 2000, lessons learned from implementing the second PRS in the construction of the pavement outside Clarksville during the summer of 2002, the use of non-destructive testing procedures to obtain measures of pavement quality, sample specifications, and conclusions and recommendations. In general, this specification was well received by both the agency and the contractors. It is believed that lessons learned on these projects will enable future modifications to the development of performance related specifications with the hope that these specifications will enable longer lasting, more cost effective pavements to be constructed. KW - Concrete pavements KW - Construction projects KW - Indiana KW - Indiana Department of Transportation KW - Lessons learned KW - Life cycle costing KW - Pavement performance KW - Performance based specifications KW - Quality assurance KW - Quality control UR - http://dx.doi.org/10.5703/1288284314213 UR - https://trid.trb.org/view/1218828 ER - TY - RPRT AN - 01454626 AU - Vargas, Rodrigo AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Synthesis of Best Practices in Transportation Security, Volume II: Emergency Response PY - 2009/01//Final Report SP - 181p AB - Part I of the research focused on developing a methodology to identify and evaluate the most critical and vulnerable INDOT assets. This method aims at obtaining an index that reflects the vulnerability and criticality of an asset on the basis of multiple performance criteria. This methodology was tested on the seven INDOT districts. Because not all the factors that influence the vulnerability have the same weight, the analytical hierarchical process is used to obtain the weights for the criteria. Countermeasures are suggested as a part of the research to reduce the vulnerability of a given asset based on its relevant characteristics. The results included a list of top 25 critical assets in each district and a general methodology to combine different assets from districts to obtain a comprehensive statewide list. The research also includes recommendations to DOTs for identifying and assessing critical assets with respect to Vulnerability and Criticality. Part II of the research focused on developing a blueprint for an INDOT Emergency Operations Plan that will effectively integrate its emergency response practices with the larger national and statewide emergency management framework. The Incident Command System was confirmed to be a good standard practice among state DOTs, which can be applied to enhance INDOT’s emergency response procedures. Other practices reviewed included communications, the application of Intelligent Transportation Systems to emergency response, and the use of Decision Support Systems to support emergency operations. A version of the Incident Command System for adoption by INDOT Districts and Central Office was developed. Finally, a structure was proposed for the development of an INDOT EOP. KW - Best practices KW - Emergency management KW - Hazards and emergency operations KW - Incident Command System KW - Indiana KW - Indiana Department of Transportation KW - National Incident Management System (NIMS) KW - National security KW - State departments of transportation KW - Terrorism UR - http://dx.doi.org/10.5703/1288284314237 UR - https://trid.trb.org/view/1218806 ER - TY - RPRT AN - 01454509 AU - Hoyle, Tanner & Associates, Incorporated AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Airport Master Plan and Preservation Study for Hampton Airfield PY - 2009/01//Final Report SP - 127p AB - The number of airports in the nation is on a decline. This reality has been documented by multiple sources, and is perhaps best illustrated by the number of public-use facilities nationwide that have closed over the past several years. In 2001, the Aircraft Owners and Pilots Association (AOPA) documented that the annual closure rate for public-use airports is one every two weeks. At its worst, the public-use airport annual closure rate averaged one a week. While most closures have been to privately-owned, public-use facilities, municipally-owned, public-use facilities are not immune to this trend. Regardless of ownership, nearly every one of these closures has been a general aviation facility. This has diminished the overall capacity of the nation’s system of airports during a time of increased air traffic activity and in time, will affect those facilities supporting commercial passenger service by leaving fewer airports to accommodate growing demand. While negative effects to commerce and both local and national economies are certain, airport closures also threaten to undermine the community access provided by general aviation. Understanding this threat to public-use airports, the New Hampshire Department of Transportation (NHDOT) Bureau of Aeronautics decided to analyze Hampton Airfield as a case study. This small but active airport has endured many of the same challenges as airports much larger. One of the most impressive differences is the fact that the private owners have done so with very limited outside financial support. For this reason, the various aspects of the Hampton Airfield’s operation have been evaluated and documented in this report. This information has been used to develop tools that are intended to help promote, preserve, and protect not only Hampton Airfield, but other public-use airports facing similar challenges in New Hampshire and throughout the country. An Airport Preservation Tool Box was developed concurrently with this study and is intended primarily as a resource for airport stakeholders and proponents. The toolbox was published in 2008 and can be accessed through the NHDOT, Bureau of Aeronautics’ website. KW - Air traffic KW - Airport access KW - Airport closure KW - Airport operations KW - Airport planning KW - New Hampshire KW - Preservation KW - Private airports UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/FHWA-NH-RD-14282L.pdf UR - https://trid.trb.org/view/1223069 ER - TY - RPRT AN - 01454407 AU - Barde, Vinit AU - Radlinska, Aleksandra AU - Cohen, Menashi AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Relating Material Properties to Exposure Conditions for Predicting Service Life in Concrete Bridge Decks in Indiana PY - 2009/01//Final Report SP - 219p AB - Bridges in the United States (US) are deteriorating at an alarming rate. It has been estimated that transportation agencies across the US invest more than 5 billion dollars on concrete bridge repair and renovation annually. To meet the needs of transportation industry, high performance concrete (HPC) has been developed for the construction of bridges. However, to date, the link between material properties and field performance is not completely established. Goodspeed et al. [1996} defined the performance of concrete using four material parameters that describe durability and four material parameters that describe mechanical properties. It should be noted however that material properties alone cannot entirely define field performance. Rather some consideration is needed to quantify the conditions to which the concrete will be exposed. The exposure conditions vary based on the geographical location. This work relates material properties with the exposure conditions typical of those in the state of Indiana to estimate the performance of concrete bridge decks. The exposure conditions in the state of Indiana have been assessed. Specifically, temperature, rainfall, wetting events, freeze thaw cycles, and relative humidity have been classified. To assess the variation in these parameters across the state, contour maps were developed using information from cities in the state of Indiana as well as cities in surrounding states. The eight parameters suggested by Goodspeed et al. [1996] have been reviewed. Three key distresses behavior (chloride ingress, freezing and thawing, and shrinkage cracking) have been investigated in depth. Relationships have been developed to relate measured material properties (from the results of AASHTO/ASTM tests) with the predicted performance of the concrete structure under different exposure condition. First, a model is presented that relates the results of Rapid Chloride Permeability Test (RCPT) with the anticipated service life of bridge deck against corrosion due to chloride ingress. Second, a model is presented that relates results of sorptivity, porosity, and critical saturation with the anticipated service life of concrete exposed to freezing and thawing. Third, a model is presented that relates the shrinkage of concrete with the potential for premature cracking. The results of each of the models have been presented for conditions that are typical of the state of Indiana. KW - Bridge decks KW - Cracking KW - Deterioration KW - High performance concrete KW - Indiana KW - Material properties KW - Rapid Chloride Permeability Test KW - Service life UR - http://dx.doi.org/10.5703/1288284313444 UR - https://trid.trb.org/view/1218801 ER - TY - RPRT AN - 01344713 AU - Smith, Trevor D AU - Dusicka, Peter AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Application of LRFD Geotechnical Principles for Pile Supported Bridges in Oregon: Phase 1 PY - 2009/01//Final Report SP - 67p AB - Bridge foundations must be designed based on acceptable risks of failure. To secure rapid implementation of Load and Resistance Factor Design (LRFD) principles for foundation design, the American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) are requiring their use through AASHTO code. The Bridge Section of the Oregon Department of Transportation (ODOT) has responsibility for satisfactory design of all the bridge structures across the state’s highway system. The widespread geotechnical adoption of the LRFD code throughout state DOTs has been difficult in the case of deep foundations due to regional differences and in some cases a lack of any close match to DOT foundation practices. This lack of matching stems from the source research conducted on which the code is based, documented as NCHRP 507. For ODOT, the evaluation of nominal axial static capacity for each driven pile in the field is conducted by dynamic methods and AASHTO offers resistance factors for these techniques. ODOT typically uses the wave equation software (WEAP) applied at the end of initial driving (EOID) and occasionally at the beginning of pile restrike (BOR) to capture increases in capacity from set-up. This study reports that, based on past and new surveys, ODOT practice is reasonably typical for DOT practice in sands, silts, and clays. The AASHTO resistance factor, φ, for WEAP is at EOID and is too low for the efficient design of piles to match the likely probabilities of pile failure. The survey of Northwest state DOTs revealed that 80% of the DOTs believe that a φ of 0.4 is conservative and 37.5% do not use the AASHTO-sanctioned φ of 0.4. Matching LRFD to allowable stress design (ASD) by direct calibration for a single pile, without any reported capacity bias, sets φ as 0.55 to match the ASD factor of safety of 2.5. An ODOT case history of a recently completed pile-supported bridge designed and constructed to FHWA and AASHTO ASD standards in use at that time, shows the number of piles at the bent studied would be doubled under new AASHTO requirements. This suggests the standard will add considerable pile foundation costs to all new bridges. This cost increase is a strong incentive to complete statistical recalibration of GRLWEAP dynamic capacity resistance value in a Phase 2 of this study. KW - Allowable stress design KW - Bridge foundations KW - Clay KW - Costs KW - Deep foundations KW - Geotechnical engineering KW - GRLWEAP (Computer program) KW - Load and resistance factor design KW - Oregon KW - Piles (Supports) KW - Sand KW - Silts KW - Wave equations UR - http://otrec.us/project/41 UR - https://trid.trb.org/view/1106554 ER - TY - RPRT AN - 01343315 AU - Brody, Susan AU - Margerum, Richard D AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Oregon’s ACTs, Cross-Jurisdictional Collaboration, and Improved Transportation Planning PY - 2009/01//Final Report SP - 298p AB - The Oregon Transportation Commission (OTC) created Area Commissions on Transportation (ACTs) to improve coordination, help prioritize infrastructure investment, and provide input on statewide transportation issues. The structure of the ACTs is designed to provide a cross-section of input from the state, regional, local, private, and community sectors. A research project was initiated to: assess the role and experiences of ACTs, research comparative approaches in the state and nationally, and develop and assess options for improving coordination and increasing effectiveness. This study used interviews, an on-line survey, case studies from Oregon and comparative studies from three other states to assess ACTs and identify options. The findings reveal that ACTs have improved the state prioritization process and increased communication across the parties involved, but they face challenges in relation to cross-regional coordination, strategic investment decisions, and regional problems such as urban travelsheds. The study highlights a range of options for improving ACT functioning under its current structure, and more significant options that would require policy and structural changes. KW - Case studies KW - Communication KW - Coordination KW - Decision making KW - Investments KW - Mobility KW - Oregon KW - Planning commissions KW - Regional planning KW - Strategic planning KW - Transportation corridors KW - Transportation planning KW - Transportation policy UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/ACT_Report.pdf UR - https://trid.trb.org/view/1105134 ER - TY - RPRT AN - 01328138 AU - Wilson, Elizabeth J AU - Marshall, Julian AU - Krizek, Kevin AU - Wilson, Ryan AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - Research and Innovative Technology Administration TI - School Choice and Children's School Commuting PY - 2009/01//Final Report SP - 29p AB - Some school districts allow parents to choose which school their child attends, a policy known as school choice. The authors study the impact of school choice on school transportation behavior. To do this, they examine the extent to which children’s commute mode and parental attitudes toward school selection and school travel differ by magnet versus neighborhood schools and by race. The authors conducted a survey of elementary-school parents to assess how children travel to school and identify underlying parental attitudes. Compared to national data, their sample of K-6 students had fewer children walking and traveling by personal vehicle, and more riding the school bus. Magnet (i.e. school choice) schools, which draw from broader geographic regions than neighborhood schools, have fewer students walking or biking to school and more students riding the bus rather than using a private automobile. Transportation attitudes and actions differ by school type and race. For example, compared to white parents, nonwhite parents are more concerned about availability and safety of school buses, and also are more likely to use school buses. This paper highlights the importance of school district policy on school transportation, mode choice, and the ability of students to walk or bike to school. KW - Attitudes KW - Children KW - Elementary school students KW - Mode choice KW - Parents KW - Race KW - School choice KW - School trips KW - Travel behavior KW - Travel surveys UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1454 UR - https://trid.trb.org/view/1086571 ER - TY - RPRT AN - 01163056 AU - Sheckler, Ross D AU - Calmar Holdings and Telematics Services LLC AU - New York State Energy Research and Development Authority AU - New York State Department of Transportation AU - Federal Highway Administration TI - Universal Real-Time Highway Information System Development Program - Final Report On Phase II PY - 2009/01//Final Report SP - 31p AB - The final phase of a two phase effort was undertaken to establish data forms and communication protocols to provide the New York State Department of Transportation (NYSDOT) access to the unique highway data resource known as the Highway Visibility System (HIVIS), developed in the initial phase of the program. Computer processes were established to calculate basic performance metrics. Processes and web applications were developed to automate streams of a variety of forms of highway data into NYSDOT servers. Further processes were developed to rapidly form and post web applications giving clients such as NYSDOT graphical access to traffic metrics displayed in a GIS environment. The capabilities established under the two phases of the program were further leveraged to provide support to FHWA programs on the US/Mexican border. KW - Geographic information systems KW - Intelligent transportation systems KW - Metrics (Quantitative assessment) KW - Real time information KW - Traffic data UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-05%20HIVIS%20Phase%20II%20Final%20Report%20-%20January2009.pdf UR - https://trid.trb.org/view/923584 ER - TY - RPRT AN - 01158465 AU - Garcia-Monzon, Hector AU - Phelan, Randall Scott AU - Senadheera, Sanjaya AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Wet Mat Curing Time and Earlier Loading on Long-Term Durability of Bridge Decks: Compressive Strength, Maturity and Strength Durability Index (SDI) PY - 2009/01//Final Report SP - 176p AB - There is increasing pressure from owners, contractors, and the public to open bridge decks sooner to full traffic loads. As a result, a set of criteria or guidelines is needed to determine when concrete bridge decks can safely be opened. Today, current practice allows many bridge decks and concrete pavements to be opened to traffic once a desired compressive strength is achieved from a representative field-cast test cylinder. Though generally untrue, many believe that this strength value serves as a measure of the durability of the placed concrete. In a collaborative research effort between Texas Department of Transportation and researchers at Texas Tech University, studies were undertaken to collect research data that could potentially lead to the development of new guidelines as to when bridge decks can be open to (a) construction traffic and (b) full traffic without sacrificing concrete durability. This report presents detailed findings of two research thrusts: compressive strength and maturity curves commonly used on bridge deck concrete mixes and comparative assessment of the effectiveness of three curing methods that led to the development of a framework for a Strength-Durability Index (SDI). KW - Bridge decks KW - Compressive strength KW - Concrete curing KW - Concrete maturity KW - Durability KW - Guidelines KW - Opening to traffic KW - Wet mat curing UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-2116-4A.pdf UR - https://trid.trb.org/view/919252 ER - TY - RPRT AN - 01156897 AU - Gross, Frank AU - Nabors, Dan AU - Eck, Ronald AU - Hood, Mark AU - Vanasse Hangen Brustlin, Incorporated AU - Federal Highway Administration TI - Safety Circuit Rider Programs Best Practices Guide PY - 2009/01//Final Report SP - 115p AB - This Guide is intended to provide state departments of transportation (DOT) and LTAP/TTAP centers with an easy-to-use resource for implementing or enhancing a Safety Circuit Rider (SCR) program. The Guide includes common characteristics of existing SCR programs and the safety circuit riders. The Guide also includes information on the typical duties and services provided by SCR programs, lessons learned by existing programs, and evidence of the effectiveness of existing SCR programs. KW - Best practices KW - Highway safety KW - Local government agencies KW - Local Technical Assistance Program KW - Safety Circuit Rider KW - Technology transfer KW - Transportation departments UR - http://safety.fhwa.dot.gov/local_rural/training/fhwasa09019/fhwasa09019.pdf UR - https://trid.trb.org/view/916467 ER - TY - RPRT AN - 01155045 AU - Larco, Nico AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Overlooked Density: Re-Thinking Transportation Options in Suburbia PY - 2009/01//Final Report SP - 36p AB - Suburban multifamily housing is ubiquitous throughout this country and currently comprises nearly one in four units of suburban housing. Although typically located near commercial development, it is often developed without connections to its surrounding and hence fails to reach its potential for promoting active travel and supporting smart growth goals. Through interviews with architects, planners, developers, and property managers of case study multifamily developments from Oregon, Arizona, Florida, and Massachusetts, this report focuses on the ways regulation, typical development practice, and design culture have propagated the typical disconnected and enclaved forms of suburban multifamily development. The report then proposes ways in which current planning, development, and design practices might shift in order to take advantage of this growing housing trend and create more livable, less congested, and multi-modal suburban communities. KW - Arizona KW - Development density KW - Dwellings KW - Florida KW - High density development KW - Housing KW - Housing density KW - Land use planning KW - Livable communities KW - Massachusetts KW - Multimodal transportation KW - Oregon KW - Real estate development KW - Smart growth KW - Suburbs KW - Sustainable development KW - Urban design KW - Walkability UR - http://www.otrec.us/project/152 UR - https://trid.trb.org/view/916069 ER - TY - RPRT AN - 01154177 AU - Senadheera, Sanjaya P AU - Phelan, Randall S AU - Amarasiri, Aruna AU - Aamidala, Hari AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Wet Mat Curing Time and Earlier Loading on Long-Term Durability of Bridge Decks: Fracture, Flexural Strength and Shrinkage PY - 2009/01//Final Report SP - 141p AB - There is increasing pressure from owners, contractors, and the public to open bridge decks sooner to full traffic loads. As a result, a set of criteria or guidelines is needed to determine when concrete bridge decks can safely be opened. Today, current practice allows many bridge decks and concrete pavements to be opened to traffic once a desired compressive strength is achieved from a representative field-cast test cylinder. Though generally untrue, many believe that this strength value serves as a measure of the durability of the placed concrete. In a collaborative research effort between Texas Department of Transportation and researchers at Texas Tech University, studies were undertaken to collect research data that could potentially lead to the development of new guidelines as to when bridge decks can be open to (a) construction traffic and (b) full traffic without sacrificing concrete durability. This report presents detailed findings of three tests – fracture, flexural strength and shrinkage. KW - Bridge decks KW - Curing time KW - Durability KW - Flexural strength KW - Fracture tests KW - Guidelines KW - Laboratory tests KW - Opening to traffic KW - Shrinkage UR - http://www.depts.ttu.edu/techmrtweb/reports/complete_reports/2116-R4B_final.pdf UR - https://trid.trb.org/view/915757 ER - TY - RPRT AN - 01143778 AU - Zhou, Fujie AU - Fernando, Emmanuel G AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Laboratory and Field Procedures Used to Characterize Materials PY - 2009/01//Product SP - 44p AB - The objective of Texas Department of Transportation (TxDOT) Project 0-5798 is to develop the framework for the development and implementation of the next level of Mechanistic-Empirical Pavement Design Guide (MEPDG) for TxDOT (Tex-ME). A very important aspect of this project is to identify laboratory testing procedures, which can be used to provide TxDOT with the material properties needed as inputs to both the pavement response and performance prediction models. This product documents the laboratory and field procedures used to characterize materials; it includes the research team’s recommendations for Level 1 tests needed to characterize the rutting potential of asphalt, granular, and soil layers and also the cracking potential of asphalt layers. These procedures should be considered as drafts at this time, they will continue to be refined for the duration of this study, and the final versions will be included in the project final report. KW - Fatigue cracking KW - Field tests KW - Flexible pavements KW - Laboratory tests KW - Mechanistic-Empirical Pavement Design Guide KW - Rutting KW - Test procedures KW - Texas UR - http://tti.tamu.edu/documents/0-5798-P1.pdf UR - http://ntl.bts.gov/lib/31000/31300/31309/0-5798-P1.pdf UR - https://trid.trb.org/view/904206 ER - TY - RPRT AN - 01142758 AU - Chandra, Divya C AU - Federal Aviation Administration AU - Volpe National Transportation Systems Center TI - Utility and Recognition of Lines and Linear Patterns on Electronic Displays Depicting Aeronautical Charting Information PY - 2009/01 SP - 81p AB - This report describes a study conducted to explore the utility and recognition of lines and linear patterns on electronic displays depicting aeronautical charting information. The study gathered data from a large number of pilots who conduct all types of flight operations. Lines and linear patterns that were useful to different pilot groups were identified based on pilot qualifications, types of flight operations, and typical flight length. Pilots were also asked to identify nine test linear patterns in isolation. This task was difficult, but some linear patterns were more recognizable than others. The tested lines and linear patterns will be considered in the development of an updated the Society of Automotive Engineers (SAE) International Aerospace Recommended Practices (ARP) document on Electronic Aeronautical Symbols (ARP 5289A). The Federal Aviation Administration or the International Civil Aviation Organization may choose to adopt this industry document by reference at a later date. Note that this research applies to any electronic display that shows the lines and linear patterns tested in this study, regardless of the intended function of the display. KW - Aeronautical charts KW - Civil aviation KW - Electronics KW - Information technology KW - Instrument displays KW - Navigation charts KW - Overhead utility lines KW - Symbols UR - http://ntl.bts.gov/lib/34000/34900/34924/DOT-VNTSC-FAA-09-03.pdf UR - https://trid.trb.org/view/903013 ER - TY - RPRT AN - 01142756 AU - Roth, Emilie AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Technology Implications of a Cognitive Task Analysis for Locomotive Engineers PY - 2009/01//Final Report SP - 60p AB - This report documents the results of a cognitive task analysis (CTA) that examined the cognitive demands and activities of locomotive engineers in today’s environment and the changes in cognitive demands and activities that are likely to arise with the introduction of new train control technologies. The CTA combined structured interviews with experienced locomotive engineers, conductors, and trainers and direct observations made during head-end rides. Data were collected at seven sites, that included both passenger and freight railroads, including five locations where railroads were field testing advanced train control technologies. The results pointed to major cognitive challenges involved in operating a train, including the need for sustained monitoring and attention; maintaining an accurate situation model of the immediate environment (including the location, activities and intentions of other agents in the vicinity such as other trains and roadway workers); anticipating and taking action in preparation for upcoming situations; and planning and decision making, particularly in response to unanticipated conditions (e.g., person or object obstructing the track). Introduction of new train control technology reduces some cognitive demands while creating new ones. The report discusses implication of the results for design of in-cab displays and development of training, particularly for positive train control systems. KW - Automatic train control KW - Automatic train location KW - Cognition KW - Conductors (Trains) KW - Data collection KW - Decision making KW - Human factors engineering KW - Locomotive engineers KW - Positive train control KW - Railroad safety KW - Train operation UR - http://www.fra.dot.gov/Elib/Document/381 UR - http://ntl.bts.gov/lib/34000/34500/34532/DOT-VNTSC-FRA-08-06.pdf UR - https://trid.trb.org/view/903037 ER - TY - RPRT AN - 01142753 AU - Doran, Neslihan AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Field Evaluation of a Wireless Handheld Computer for Railroad Roadway Workers PY - 2009/01//Final Report SP - 58p AB - This report is the third in a series describing the development and evaluation of a software application to facilitate communications for railroad roadway workers using a wireless handheld computer. The current prototype operated on a cell phone integrated with a personal digital assistant (PDA). The roadway worker can perform two types of communication related tasks with the application: request information about train status and territory without assistance from the dispatcher and request track authority. This study documents a field evaluation of the application to identify the safety implications of digital wireless communications on roadway worker safety and performance. It compares performance using traditional voice radio and telephone communications to the use of an application that can display this information in a visual form. The software application was faster and more effective than the voice radio communication when used to convey long messages such as filling out Form Ds. Radio communication was faster than the visually based software application for simple communications that did not tax the operator’s memory. KW - Digital communication systems KW - Dispatchers KW - Intelligent railroad systems KW - Maintenance personnel KW - Personal digital assistants KW - Railroad tracks KW - Remote sensing KW - Train routing KW - Wireless communication systems UR - http://www.fra.dot.gov/Elib/Document/382 UR - http://ntl.bts.gov/lib/33000/33700/33707/33707.pdf UR - https://trid.trb.org/view/903016 ER - TY - RPRT AN - 01142393 AU - Menches, Cindy L AU - Caldas, Carlos H AU - O'Connor, James T AU - Cohen, Chelsea A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - TxDOT Synthesis of the Construction Inspection Workload Reduction Strategies PY - 2009/01 SP - 87p AB - The Texas Department of Transportation (TxDOT) faces significant workforce challenges, particularly in the districts, where the testing and inspection workload is increasing but the workforce is decreasing. As a result of these workforce challenges, TxDOT is looking for more effective ways to manage their testing, inspection, and measurement workload. They are looking to other DOTs from which they believe much can be learned. Other states are facing similar workforce challenges and have taken actions to implement procedures to reduce their construction inspection workload. Such procedures include increasing contractor testing and inspection responsibilities, outsourcing testing and inspection to third parties, creating extensive training and certification programs, and modifying their specifications to minimize time intensive testing and measurement. Accordingly, there is a need to summarize the best practices from those state DOTs that have already instituted successful programs to reduce the QC/QA workload that could potentially aid TxDOT in addressing their specific workload challenges. This project summarized TxDOT’s current workload challenges, identified successful workload reduction strategies that have been implemented in other state DOTs, compared TxDOT’s challenges and practices to the other states’ challenges and practices, and lastly prioritized the workload reduction strategies implemented in other states that could be applied to manage TxDOT’s workforce challenges. KW - Best practices KW - Construction KW - Inspection KW - Labor force KW - Personnel shortages KW - Quality assurance KW - Quality control KW - State departments of transportation KW - Strategic planning KW - Testing KW - Texas Department of Transportation KW - Workload UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5799_P1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31199/0_5799_P1.pdf UR - https://trid.trb.org/view/902779 ER - TY - RPRT AN - 01142060 AU - Birenbaum, Ingrid AU - Creel, Charles AU - Wegmann, Sally G AU - PBS&J AU - Federal Highway Administration TI - Traffic Control Concepts for Incident Clearance PY - 2009/01//Technical Report SP - 54p AB - This document discusses various aspects of traffic control for incidents with the focus on the traffic control roles and responsibilities of the responders as well as the safety of the responders and the motoring public. It also recognizes that active traffic management is necessary to meet the fluctuating needs of the scene and to minimize clearance and recovery time. An overview of popular state laws and policies enacted to support safe, quick clearance is provided. The roles/responsibilities of the various categories of responders are addressed. Available traffic control devices are discussed. There is also focus on the affects on traffic control created by the dynamic nature of incident clearance. Highlights of some “best practices” to enhance traffic control implementation are included. KW - Clearance time (Traffic incidents) KW - Highway traffic control KW - Incident management KW - Traffic incidents UR - http://ntl.bts.gov/lib/30000/30800/30830/fhwahop08057.pdf UR - https://trid.trb.org/view/902400 ER - TY - RPRT AN - 01141701 AU - Info Tech, Incorporated AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Requirements Analysis Report for Trns·port Estimation, Preconstruction, Construction, Decision Support and Electronic Bidding Systems PY - 2009/01//Final Report SP - 205p AB - Info Tech conducted an on-site visit at the Connecticut Department of Transportation (ConnDOT) in Newington from October 27-31, 2008. The purpose of the visit was to conduct an analysis of ConnDOT's processes and to review the operations and business systems currently in place at ConnDOT relative to the proposed systems. This report outlines the tasks and requirements for implementation of the selected estimation, pre-construction, construction, electronic bidding system, and decision support products. This report includes projected costs and schedules for Info Tech services to assist ConnDOT with the implementation activities. KW - Connecticut Department of Transportation KW - Construction KW - Decision support systems KW - Electronic bidding KW - Information systems KW - Preconstruction UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/ct-2245-F-09-1.pdf UR - https://trid.trb.org/view/902395 ER - TY - RPRT AN - 01141677 AU - Folliard, Kevin J AU - Pesek, Phillip AU - Kallivokas, Loukas F AU - Riding, Kyle A AU - Schindler, Anton Karel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Phase 1 Report on the Development of Predictive Model for Bridge Deck Cracking and Strength Development PY - 2009/01//Technical Report SP - 60p AB - Early-age cracking, typically caused by drying shrinkage (and often coupled with autogenous and thermal shrinkage), can have several detrimental effects on long-term behavior and durability. Cracking can also provide ingress of water that can drive chemical reactions, such as alkali-silica reaction (ASR) and sulfate attack. Because of the problems associated with cracking observed in bridge decks, and the impact of early-age cracking on long-term performance and durability, it is imperative that bridge decks be constructed with minimal early-age cracking and that they exhibit satisfactory long-term performance and durability. To achieve these goals for bridges in the state of Texas, a research team has been assembled that possesses significant expertise and background in cement chemistry, concrete materials and durability, structural performance, computational mechanics (finite difference/element), bridge deck construction and maintenance, monitoring of behavior of field structures, and the development of test methods and specifications aimed at practical implementation by state highway departments. This report describes a laboratory- and field-based research program aimed at developing a bridge deck cracking model that will ultimately be integrated into ConcreteWorks, a suite of software programs developed for the Texas Department of Transportation by this same research team. KW - Bridge decks KW - Cracking KW - Durability KW - Early age cracking KW - Field tests KW - Laboratory tests KW - Long term performance KW - Mathematical models KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_6332_1.pdf UR - http://ntl.bts.gov/lib/31000/31300/31301/0_6332_1.pdf UR - https://trid.trb.org/view/902178 ER - TY - RPRT AN - 01140586 AU - Subramaniam, Kolluru V AU - Agrawal, Anil K AU - City College of New York of the City University of New York AU - New York State Department of Transportation AU - Federal Highway Administration TI - Concrete Deck Material Properties PY - 2009/01//Final Report SP - 120p AB - The two-fold focus of this study was (a) to develop an understanding of the mechanisms responsible for causing cracking in the concrete; and (b) to study the influence of the local materials on the performance of New York State Department of Transportation's (NYSDOT’s) high performance (HP) concrete mixture. Recommendations for minimizing the premature cracking in HP concrete decks related to restrained volumetric contraction are developed from the results of this investigation. It is important to reduce the total temperature rise and the temperature gradient across the steel girder to minimize the level of tensile stress in concrete in the first few days after casting, while the concrete goes through the heating and cooling produced by hydration heat. The local materials for use in HP concrete should be carefully evaluated. The type of coarse aggregate used in the mixture produces significant differences in the strength and elastic modulus of concrete. Differences in cementitious material contribute to significant differences in autogenous and drying shrinkage. Recommendations pertaining to cementitious materials are: (a) If silica fume is used, it should only to be added separately to the mix, unless the reactivity of blended silica fume is established and found comparable to silica fume addition; (b) Only the use of Type I/II or Type II cement should be permitted; and (c) When ground granulated blast furnace slag is used, it should be evaluated to ensure that it does not provide high early reactivity. KW - Bridge decks KW - Coarse aggregates KW - Cracking KW - Granulated slag KW - Heat of hydration KW - High performance concrete KW - Modulus of elasticity KW - Shrinkage KW - Silica fume KW - Strength of materials KW - Temperature gradients KW - Tensile stress UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-02-03_FINAL-REPORT.pdf UR - http://ntl.bts.gov/lib/31000/31100/31188/C-02-03_FINAL-REPORT.pdf UR - https://trid.trb.org/view/900949 ER - TY - RPRT AN - 01140582 AU - Federal Highway Administration TI - Non-Toll Pricing: A Primer PY - 2009/01 SP - 20p AB - Most forms of congestion pricing involve the levying of direct tolls on highway users in one form or another. This report focuses on forms of congestion pricing that do not involve tolls but that are still aimed at creating more efficient pricing mechanisms for automobile use. The contents of this report are as follows: Introduction to Non-Toll Pricing; Overview of Mileage-Based Pricing Strategies: PAYDAYS (pay-as-you-drive-and-you-save) Car Insurance and Car Sharing; Overview of Parking and Access Pricing Strategies: Parking Cash-Out, Variably Priced Metered Parking, Pricing of Off-Street Parking, and Variable Port Access Charges for Trucks; and Making Non-Toll Pricing Happen: Individual and Corporate Actions and Government Incentives. KW - Automobile travel KW - Congestion pricing KW - Implementation KW - Incentives KW - Mileage-based user fees KW - Parking fees KW - Pay-as-you-drive automobile insurance KW - Port access pricing KW - Vehicle sharing UR - http://ntl.bts.gov/lib/31000/31000/31042/fhwahop08044.pdf UR - https://trid.trb.org/view/900993 ER - TY - RPRT AN - 01138521 AU - Richardson, David N AU - Petry, Thomas M AU - Ge, Louis AU - Han, Yuh-Puu AU - Lusher, Steven Michael AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Resilient Moduli of Typical Missouri Soils and Unbound Granular Base Materials PY - 2009/01//Final Report SP - 246p AB - The objective of this project was to determine the resilient moduli (M sub r) for common Missouri subgrade soils and typical unbound granular base materials in accordance with the AASHTO T 307 test method. The results allow Missouri Department of Transportation (MoDOT) pavement engineers to calibrate software included with the National Cooperative Highway Research Program Project 1-37A Mechanistic-Empirical Pavement Design Guide according to Missouri’s conditions and materials. The test results included M sub r data from 27 common subgrade soils out of the 99 Missouri soil associations and from 5 unbound granular base materials. The subgrade soils, selected and provided by MoDOT, were tested at their optimum water content [as determined from AASHTO T 99 testing (AASHTO, 2001)] and at an elevated water content. The 5 unbound granular base materials, again selected and provided by MoDOT and representing a typical range in geologic source, were tested at 2 different gradations (typical as-delivered percent minus #200 sieve size and at an elevated amount of fines). All testing included 3 replications for all materials. Data are provided in the form of tables and graphs. As a part of the granular base material M sub r specimen preparation deliberation, maximum dry density (MDD) and optimum moisture content (OMC) were determined for each of the 10 material/gradation combinations. The M sub r testing program results indicate that both the material source and fines content are highly significant in the level of attained M sub r. In regard to material source, the range between the highest and lowest M sub r values was more than two-fold. Also, 2 of the 5 aggregate sources suffered a 15 to 20% loss in M sub r with the addition of 5% fines. KW - AASHTO T 307 KW - Dry density KW - Fines (Materials) KW - Granular bases KW - Missouri KW - Modulus of resilience KW - Moisture content KW - Soils KW - Subgrade (Pavements) UR - http://library.modot.mo.gov/RDT/reports/Ri06001/or09016.pdf UR - http://ntl.bts.gov/lib/31000/31300/31302/or09016.pdf UR - https://trid.trb.org/view/898814 ER - TY - RPRT AN - 01138315 AU - Johns Hopkins University, Laurel AU - Federal Motor Carrier Safety Administration TI - Commercial Vehicle Information Systems and Networks (CVISN) Deployment Workshop: Collaborating to Advance CVISN, 2 PY - 2009/01 SP - 39p AB - This paper’s contents include an Executive Summary; Introduction (Purpose of the Workshop, Purpose of this Document, Organization of this Document, Tutorial: Introduction to CVISN); Achieving CVISN Core Compliance: Lessons Learned Discussions; Advancing Your CVISN Program; Data Quality and Performance Monitoring; Emerging Technologies and CVISN; Developing an Integrated Commercial Vehicle Safety Program; Focus Group Meetings; Acronyms; APPENDIX A. CVISN Deployment workshop participants; APPENDIX B. Workshop agenda. KW - Commercial vehicle operations KW - CVISN (Program) KW - Data quality KW - Information systems KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lessons learned KW - Performance monitoring KW - Trucking KW - Workshops UR - https://trid.trb.org/view/898489 ER - TY - RPRT AN - 01138271 AU - Murray, D AU - Shackelford, S AU - Houser, Amy AU - Federal Motor Carrier Safety Administration TI - Large Truck and Bus Crash Facts, 2007 PY - 2009/01//Final Report SP - 76p AB - This annual edition of Large Truck Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks and buses in 2007. Selected crash statistics on passenger vehicles are also presented for comparison purposes. In addition, the report includes 10 tables that show bus crash statistics KW - Bus crashes KW - Crash injuries KW - Fatalities KW - Heavy duty vehicles KW - Property damage KW - Public transit KW - Statistical analysis KW - Truck crashes UR - http://ai.volpe.dot.gov/CarrierResearchResults/PDFs/LargeTruckCrashFacts2007.pdf UR - http://ntl.bts.gov/lib/51000/51200/51261/2007-LT-BCFs.pdf UR - https://trid.trb.org/view/898545 ER - TY - RPRT AN - 01137615 AU - Carnegie, Jon A AU - Eger, Robert J AU - American Association of Motor Vehicle Administrators AU - National Highway Traffic Safety Administration TI - Reasons for Drivers License Suspension, Recidivism and Crash Involvement among Suspended/Revoked Drivers PY - 2009/01//Final Report SP - 40p AB - In February 2005, the American Association of Motor Vehicle Administrators (AAMVA) convened a working group comprised of motor vehicle agency representatives, law enforcement professionals, judges, prosecutors, researchers and highway safety professionals from NHTSA, FHWA and FMCSA to develop a needs assessment to address the problem of driving while suspended. The working group determined that not enough was known about the depth and breadth of the issue and that research was needed to more fully understand the changing relationship between license suspension, reasons for suspension and highway safety outcomes. This study was commissioned in response to the working group’s call for additional research. The research objectives defined for this study included, determining the number of drivers that are suspended/revoked under state laws that allow a driver’s license to be suspended/revoked for non-driving offenses; determining the number of those drivers that are subsequently cited for driving while suspended, determining the extent of crash involvement by those drivers; and exploring the relationship between driving behavior and violations of those laws. The analysis conducted for this study provides a baseline for further discussion by the AAMVA suspended/revoked driver working group. The research results point to differences between the two groups when considering driving behavior. Overall, the analysis provides information to administrators and safety experts indicating the two groups of suspend drivers differ on multiple dimensions. KW - Behavior KW - Driving without a license KW - Recidivism KW - Revocation KW - Suspensions KW - Traffic crashes UR - http://www.nhtsa.gov/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811092.pdf UR - https://trid.trb.org/view/897746 ER - TY - RPRT AN - 01137213 AU - Horwatich, Judy A AU - Bannerman, Roger T AU - U.S. Geological Survey AU - Wisconsin Department of Natural Resources AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Pollutant Loading to Stormwater Runoff from Highways: Impact of a Highway Sweeping Program-Phase II, Madison, Wisconsin PY - 2009/01//Final Report SP - 136p AB - This report describes the methods used to collect stormwater runoff and evaluate a street sweeping program on U.S. Highway 151 in Madison, Wisconsin. The study was a cooperative effort among the Wisconsin Department of Transportation (WisDOT), U.S. Geological Survey, and Wisconsin Department of Natural Resources. In a swept highway section, samples were collected to determine street dirt yields before and after a cleaning from either a vacuum-assisted or a mechanical-broom sweeper machine. Sweeping frequencies of twice per day, once per week, and once every two weeks were used during the study. On an unswept highway section of the study, street dirt yields are presented as weekly collections, and before and after runoff events. Water quality concentrations and flows are also presented for the unswept highway section. Average concentrations of selected contaminants are compared to concentrations measured in other studies of highway runoff. Changes in street dirt yields before and after sweeping and runoff events will be used to calibrate and verify the WinSLAMM model. By modifying the accumulation, event wash off, and street cleaning productivity equations in the model with the data from this study, WisDOT will be able to evaluate street sweeping programs on urban highways with curbs. A sweeping program is proposed as a best management practice to attain some of the 40% reduction in total suspended solids (TSS) prescribed in Wisconsin stormwater regulations. This report includes estimated daily-accumulation rates of street-dirt yields and percent of street-dirt washed off during a runoff event. Seasonal estimates of street-dirt yield reductions due to street sweeping are also presented. Concentrations and flows measured in the unswept highway section were used to calculate contaminant loads for each event. Loads were calculated for particulate and dissolved solids, inorganic compounds and trace metals. Sediment loads measured with a water quality sampler are augmented with the weights of sediment captured in a bedload sampler. Loads will be used to calibrate and verify the contaminant loads predicted at a highway outfall by the model by altering concentration files from this study. KW - Best practices KW - Contaminants KW - Inorganic compounds KW - Madison (Wisconsin) KW - Metals KW - Particulates KW - Pollutants KW - Runoff KW - Sediments KW - Street cleaning KW - Total suspended solids KW - Urban highways KW - Water quality UR - http://wisdotresearch.wi.gov/wp-content/uploads/04-04sweeperstudy-f1.pdf UR - http://ntl.bts.gov/lib/35000/35500/35517/04-04sweeperstudy-f.pdf UR - https://trid.trb.org/view/897499 ER - TY - RPRT AN - 01135275 AU - McLaughlin, Shane B AU - Hankey, Jonathan M AU - Klauer, Sheila G AU - Dingus, Thomas A AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Contributing Factors to Run-Off-Road Crashes and Near-Crashes PY - 2009/01//Final Report SP - 68p AB - The purpose of this investigation is to identify factors associated with run-off-road (ROR) crashes. Events from the 100-Car Naturalistic Driving Study that constituted ROR crash or near-crash events were investigated to identify conditions in which the events occurred and contributing factors. ROR events occur more frequently per mile in low-visibility (including darkness) and low-friction conditions than in clear and dry conditions. Approximately half of the events (56%) occurred on straight roadways, with the remainder occurring in curves (30%) and intersection turns (14%). The most frequently identified contributing factor among the ROR events was distraction. Changes in roadway boundaries (e.g., discontinuities) also appear to be a common factor. Short following distances appear to be more commonly a factor than lead-vehicle braking. Other factors include fatigue/impairment, low friction, vehicle encroaching on the subject vehicle, low-speed maneuvering errors, and late route selection. KW - Crash investigation KW - Distraction KW - Fatigue (Physiological condition) KW - Highway curves KW - Human factors in crashes KW - Impaired drivers KW - Intersections KW - Ran off road crashes KW - Traffic crashes KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811079.pdf UR - https://trid.trb.org/view/894388 ER - TY - RPRT AN - 01135240 AU - Atwood, Dave AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Full-Scale Engine Detonation and Power Performance Evaluation of Swift Enterprises 702 Fuel PY - 2009/01//Final Report SP - 181p AB - As of this writing, the Environmental Protection Agency (EPA) exemption for general aviation from compliance with the 1990 Clean Air Act Amendments regarding the use of leaded fuel is still in effect. Recent petitions to the EPA call for either a ban or the study of the health effects of lead in aviation gasoline. It is likely that environmental and cost pressures of using leaded fuels will continue to increase for the general aviation community. Past extensive testing by the Federal Aviation Administration (FAA) William J. Hughes Technical Center on an unleaded replacement for the current leaded 100 low-lead (100LL) aviation gasoline centered on the petroleum industrys use of specialty chemicals. Significant engine modifications may also be required on the high-compression, legacy fleet for operation on a lower-octane, unleaded fuel, which would likely result in changes to engine and aircraft performance and pilot-operating procedures. FAA testing has confirmed that significant detonation performance differences exist between unleaded and leaded fuels of the same octane. The FAA William J. Hughes Technical Center entered into a Cooperative Research and Development Agreement (CRDA) with Swift Enterprises of Indiana. Under the CRDA, Swift developed a high-octane, high-heat-content, bio-renewable aviation fuel that has the potential for significant reduction in life-cycle CO2 emissions and has the potential to be produced inexpensively on a mass scale. The Swift 702 fuel contains no alcohols or oxygenates. KW - Aircraft fuels KW - Aviation KW - Aviation fuels KW - Engine operation KW - Engines KW - Gasoline KW - Jet engine fuels KW - Jet engines KW - Octane requirements KW - Pollutants KW - Renewable energy sources KW - Unleaded gasoline UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0853.pdf UR - https://trid.trb.org/view/892205 ER - TY - RPRT AN - 01135191 AU - Surface Transportation Board TI - Surface Transportation Board: Study of Railroad Rates: 1985-2007 PY - 2009/01 SP - 13p AB - The Surface Transportation Board (STB or Board) monitors freight railroad rates in the United States. Periodically, the STBs Section of Economics distills its data and analysis of freight rail rates into formal reports that are shared with the Board and the public. This updated report summarizes our latest findings on trends in freight railroad rates and brings our measurement of the rail rate index up through 2007. The data used to prepare this report come from the STBs Carload Waybill Sample (Waybill Sample). Certain limitations exist with this information that will be discussed in detail later; however, we find that the data present a useful way to monitor rates. In addition, we have significantly improved our rate index so it does a better job accounting for changes in service type and car ownership. KW - Car operations (Railroads) KW - Data collection KW - Economic analysis KW - Forecasting KW - Freight transportation KW - Ground transportation KW - Railroad transportation KW - Waybills UR - https://trid.trb.org/view/894584 ER - TY - RPRT AN - 01134787 AU - Federal Highway Administration TI - Grand Parkway (State Highway 99) segment G from Interstate Highway (IH) 45 to US 59 : environmental impact statement PY - 2009/01//Volumes held: Draft(3v), Final(4v) KW - Environmental impact statements KW - Texas UR - https://trid.trb.org/view/895547 ER - TY - RPRT AN - 01132440 AU - Folliard, Kevin J AU - Hover, Kenneth C AU - Harris, Nathan AU - Ley, M Tyler AU - Naranjo, Andy AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Effects of Texas Fly Ash on Air-Entrainment in Concrete: Comprehensive Report PY - 2009/01//Technical Report SP - 577p AB - This report summarizes a comprehensive joint research project, funded by the Texas Department of Transportation (TxDOT) and performed by researchers at the University of Texas at Austin and Cornell University. This three-volume report is perhaps the most complete study to date on this topic. It is expected that the key findings from this study will be of benefit to practitioners in Texas and beyond. The report includes the following three volumes: Volume 1 (Chapters 2–9)—“Evaluating the Influence of Fly Ash on Air-Entrained Concrete,” based on Nathan Harris’s Ph.D. Dissertation at Cornell University (2007); Volume 2 (Chapters 10–17)—“The Effects of Fly Ash on the Ability to Entrain and Stabilize Air in Concrete,” Tyler Ley’s Ph.D. Dissertation at the University of Texas at Austin (2007); and Volume 3 (Chapters 18–24)—“Clustering of Air Voids around Aggregates in Air- Entrained Concrete,” Andrew Naranjo’s M.S. Thesis at the University of Texas at Austin (2007). A brief concluding chapter is presented that summarizes the key findings and recommendations and identifies future research needs. KW - Air entrained concrete KW - Air voids KW - Fly ash UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5207_1.pdf UR - https://trid.trb.org/view/892182 ER - TY - RPRT AN - 01131367 AU - Liu, Wenting AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PAVECHECK: Training Material: Updated User’s Manual Including GPS PY - 2009/01//Product SP - 50p AB - PAVECHECK is a software package used to integrate nondestructive test data from various testing systems to provide the pavement engineer with a comprehensive evaluation of both surface and subsurface conditions. This User’s Manual is intended to demonstrate how to load data into PAVECHECK and how to use the many functions available within the system. The PAVECHECK software is provided on a CD that accompanies this report. The PAVECHECK executable module will load the program and two folders containing test data into the default C:\PAVECHECK\ directory. The US77 folder is intended to represent a typical new data set that will need to be input into PAVECHECK. These data are used to demonstrate how to create a project file and view data. The ANNEX folder contains an already existing comprehensive project file that includes falling weight deflectometer (FWD) data. KW - Computer program documentation KW - Data integration KW - Global Positioning System KW - Information processing KW - PAVECHECK (Computer program) UR - http://tti.tamu.edu/documents/5-4495-01-P2.pdf UR - https://trid.trb.org/view/891666 ER - TY - RPRT AN - 01131239 AU - Selley, Sandra AU - Urbanik, Tom AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - U10: Trusted Truck® II (Phase B) PY - 2009/01 SP - 69p AB - Phase B of the Trusted Truck® II project built on the system developed in Phase A (or Year 1). For the implementation portion of the project, systems were added to the trailer to provide additional diagnostic trailer data that can be sent to the Trusted Truck® Management Center (TTMC). Tractor and trailer weight, trailer tire pressure and temperature, trailer ID, and shipment data were successfully added to the data set sent to the TTMC. Phase B also included implementation of driver logon authentication through the TTMC. A System Architecture document was written to provide a comprehensive architectural overview of the non-Volvo proprietary elements of the Trusted Truck ® II project. For the investigation portion of the project, Volvo researched alternative technologies and hardware to enable wireless communication between the trailer and tractor, to obtain diagnostic data from the trailer lights, and to ensure cargo security. The team was able to proceed with implementation of the recommended solutions, resulting in wireless communication of trailer light and cargo door status from the trailer to the tractor. Additionally, Volvo supported the Traffic Signal Priority investigation led by the University of Tennessee through a study of message latency data sent to and from a simulated roadside traffic signal server. All implementation was successfully bench tested outside the test truck environment. KW - Automated clearance KW - Demonstration projects KW - Inspection KW - Traffic signal preemption KW - Trucking safety KW - Wireless communication systems UR - http://www.ntrci.org/library/U10-Trusted_Truck_II_Phase_B_1239204294.pdf UR - https://trid.trb.org/view/890999 ER - TY - RPRT AN - 01130734 AU - Garfield, Scott M AU - Varathungarajan, David A AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improved Correlation between Texas Cone Penetrometer Blow Count and Undrained Shear Strength of Soft Clays PY - 2009/01//Technical Report SP - 139p AB - The objective of this project was to develop an improved correlation between Texas Cone Penetrometer (TCP) blow count and undrained shear strength for soft, clay soils in the upper approximately 30 ft of the ground. Subsurface explorations were carried out by Tolunay-Wong Engineers, Inc. (TWEI) at six sites in the Texas Gulf Coast region where soft soils were expected to exist to obtain the data necessary to establish the improved correlation. A series of borings was made at each site with TCP tests, conventional (“Dutch”) piezocone penetration tests, thin-walled tube sampling, and vane shear tests. Laboratory testing was subsequently performed at the University of Texas at Austin on the thin-walled tube samples obtained in the field. The results of these field and laboratory tests were used to develop average, lower- and upper-bound undrained shear strength profiles for each of the sites (Varathungarajan, 2008). The data were used to evaluate existing correlations between TCP blow count and undrained shear strength as well as to establish an improved correlation. The following improved correlation was proposed: S sub u = 300 + 60N, where S sub u is undrained shear strength in lb per sq ft (psf) and N is the TCP blow count. To evaluate the improved correlation, bearing capacity analyses were performed using the computer software UTEXAS4 (Wright, 1999) to compute factors of safety for undrained strength profiles developed using the improved correlation as well as for the undrained strength profiles developed by Varathungarajan (2008). Factors of safety computed using undrained shear strengths based on the improved correlation generally showed good agreement with the factors of safety determined using the strength profiles developed by Varathungarajan (2008). The improved correlation is recommended over the existing correlations and is intended primarily for soft, shallow (less than 30 ft) clays with undrained shear strengths of 1200 psf (approximately 0.47 atmosphere) or less (TCP blow counts of 15 or less). Accordingly, this correlation should be used cautiously. Significant benefits can also be realized by performing more extensive field and laboratory testing, rather than relying on simple, approximate TCP correlations. KW - Cone penetrometers KW - Correlation analysis KW - Field tests KW - Geotechnical engineering KW - Laboratory tests KW - Safety factors KW - Soft clays KW - Soil penetration test KW - Undrained shear strength UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5824_1.pdf UR - https://trid.trb.org/view/891050 ER - TY - RPRT AN - 01130689 AU - Mani, Akshay AU - Fischer, Michael J AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - FHWA Operations Support - Port Peak Pricing Program Evaluation PY - 2009/01//Final Report SP - 93p AB - This report evaluates the applicability, Federal policy implications, and possible public and private sector rules related to peak pricing strategies at ports and intermodal facilities in the U.S. A number of ports and intermodal terminals are considering peak-period truck pricing strategies modeled on the Ports of Long Beach and Los Angeles PierPASS OffPeak Program to: 1) reduce peak-period congestion; 2) improve terminal operating efficiencies; 3) reduce truck wait and idle times; 4) improve air quality; and 5) lessen community impacts. This report presents a detailed discussion of the results from this evaluation. KW - Air quality KW - Congestion pricing KW - Environmental impacts KW - Freight terminals KW - Freight transportation KW - Idle time KW - Intermodal terminals KW - Operating efficiency KW - Peak periods KW - PierPASS OffPeak Program KW - Port congestion KW - Port operations KW - Ports KW - Terminal operations KW - Trucking KW - United States KW - Waiting time UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09014/fhwahop09014.pdf UR - https://trid.trb.org/view/891014 ER - TY - RPRT AN - 01130679 AU - Charbeneau, Randall J AU - Klenzendorf, Brandon AU - Barrett, Michael E AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Hydraulic Performance of Bridge Rails PY - 2009/01//Technical Report SP - 158p AB - This research program addresses issues associated with the hydraulic effects of bridge rails on floodwater levels upstream of bridge structures. The hydraulics of bridge rails and traffic barrier systems are not well understood, especially with regard to rail/barrier systems in series and the submergence of structures. The hydraulics of bridge rails is an important issue for the Texas Department of Transportation bridge rehabilitation projects with potentially significant cost implications. This research project is designed to address issues associated with the hydraulic performance of bridge rails and traffic barriers, and to provide guidance on how different rail/barrier systems can be included in floodplain hydraulics models. KW - Barriers (Roads) KW - Bridge railings KW - Flood plains KW - Hydraulics KW - Submerged structures UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5492_1.pdf UR - https://trid.trb.org/view/891017 ER - TY - RPRT AN - 01129962 AU - Varathungarajan, David A AU - Garfield, Scott M AU - Wright, Stephen G AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of Undrained Shear Strength Profiles for Soft Clays at Six Sites in Texas PY - 2009/01//Technical Report SP - 159p AB - The Texas Department of Transportation (TxDOT) frequently uses Texas Cone Penetrometer (TCP) blow counts to estimate undrained shear strength. However, the current correlations between TCP resistance and undrained shear strength have been developed primarily for significantly stronger soils than are often encountered at shallow depths. Updated existing correlations would allow TxDOT to estimate better the undrained shear strength of soft soils for the design of embankments and retaining structures. Considering the limited data for these soils, the primary objective of this study was to characterize the undrained shear strength profiles for six sites with strengths generally less than 750 psf, such as those commonly found at depths up to approximately 30 ft. The undrained shear strength profiles developed in this study were used in further research by Garfield (2008) to develop and assess the reliability of new correlations between TCP resistance and undrained shear strength of soft clays. An analysis was performed comparing strengths measured in unconsolidated-undrained, consolidated-undrained, field vane shear, and piezocone penetration tests with respect to strengths from the average strength profiles. The degree of sample disturbance in unconsolidated-undrained tests was assessed based on values of axial strain at 75% of the principal stress difference at failure. While there was significant scatter in the data, unconsolidated-undrained tests gave strengths that tended to be significantly lower than strengths from the average profiles. The degree of sample disturbance in consolidated-undrained tests was assessed based on the volumetric strain during consolidation to the in-situ effective overburden stress. Consolidated-undrained tests on disturbed specimens gave strengths that were approximately 50% higher than what was believed to be the correct strength. Strengths measured in field vane shear tests were corrected with Bjerrum’s (1972) correction factor and found to generally agree well with strengths from the average strength profiles. However, vane tests in sandy clays tended to overestimate undrained strengths. Analyses also indicated that piezocone penetration tests can be used to establish reasonably accurate undrained shear strength profiles without the need for site specific correlations. KW - Cone penetrometers KW - Geotechnical engineering KW - Piezocone penetration tests KW - Shear strength KW - Soft clays KW - Texas KW - Undrained shear strength UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5824_2.pdf UR - https://trid.trb.org/view/890517 ER - TY - RPRT AN - 01129913 AU - Maritime Administration TI - America's Ports and Intermodal Transportation System PY - 2009/01 SP - 112p AB - This report focuses on container port and terminal requirements, based on projected increases in international trade. Specifically, this document identifies key system-wide findings and challenges in the vital strategic areas of end-to-end freight shipments, water access, landside access and interstate rail and highways with port and terminals as the nexus. The report also discusses significant institutional challenges, including governance, the role of private industry, financing the transportation system, and infrastructure development. The overarching goal of this report is to focus a constructive dialogue that leads to viable alternatives and opportunities to ensure that the entire Marine Transportation System develops capacity in concert with the overall National Transportation System. KW - Access KW - Alaska Marine Highway System KW - Container terminals KW - Forecasting KW - Freight service KW - Freight terminals KW - Institutional issues KW - International trade KW - Interstate highways KW - Landside operations (Ports) KW - Marine terminals KW - Port capacity KW - Rail marine interface KW - Seaports UR - http://www.glmri.org/downloads/Ports&IntermodalTransport.pdf UR - https://trid.trb.org/view/890177 ER - TY - RPRT AN - 01129635 AU - Carson, Jodi L AU - Texas Transportation Institute AU - Federal Highway Administration TI - Best Practices in Traffic Incident Management PY - 2009/01//Technical Report SP - 86p AB - Traffic incident management (TIM) is a planned and coordinated program to detect and remove incidents and restore traffic capacity as safely and as quickly as possible. Over time, various tools and strategies have been developed and implemented in an effort to improve overall TIM efforts. This report describes task-specific and cross-cutting issues or challenges commonly encountered by TIM responders in the performance of their duties, and novel and/or effective strategies for overcoming these issues and challenges (i.e., best practices). Task-specific challenges may include obtaining accurate information from motorists, accessing the scene, and condemning a spilled load. Cross-cutting challenges may include interagency coordination and communication, technology procurement and deployment, and performance measurement. The reported tools and strategies for improving TIM range from sophisticated, high-technology strategies to simple, procedural strategies. Information pertaining to the relative effectiveness or measurable benefits tied to each strategy was obtained through (1) published and electronic information sources and (2) input from TIM personnel in California (Bishop, Los Angeles, Redding, and Stockton), Maryland (Baltimore), Tennessee (Chattanooga), Texas (Austin), and Utah (Salt Lake City). For many of the individual tools and strategies, a wide range of effectiveness was reported by locale, challenging the explicit identification of best practices and suggesting that local conditions related to the nature and extent of operation, maintenance, marketing, etc. have a significant impact on the perceived or measured success of specific TIM efforts. The National Traffic Incident Management Coalition (NTIMC) provides a unique forum for not only disseminating the information presented here but also for standardizing practices to consistently maximize the effectiveness of TIM efforts. KW - Best practices KW - Highway operations KW - Highway traffic control KW - Incident management UR - http://www.nasemsd.org/Projects/HITS/documents/tim_best_practices2.pdf UR - https://trid.trb.org/view/889319 ER - TY - RPRT AN - 01129540 AU - Abbas, Ala Rebhi AU - Mohi, Amal AU - Butterfield, Justin AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Long Term Striping Alternatives for Bridge Decks PY - 2009/01//Final Report SP - 266p AB - This study evaluated the performance of the following pavement marking materials on portland cement concrete bridge decks: Waterborne traffic paint: Ennis fast dry waterborne traffic paint; Preformed thermoplastic: Premark Plus and Premark Contrast; Slow cure epoxy: IPS HPS-2, Polycarb Mark 55.2, and Epoplex LS 60; Fast cure epoxy: PolyCarb Mark 55.4 and Epoplex LS 70; Polyurea: IPS HPS-5, PolyCarb Mark 75, and Epoplex Glomarc 90; Modified urethane: IPS HPS-4; Methyl methacrylate: Ennis Duraset 1 and Duraset Pathfinder; and High performance durable tapes: 3M 380WR ES, 3M 380WR-5 ES, and 3M 270 ES. The main objectives were to compare the performance evaluation results of these materials to milestone performance criteria, augment these results with performance data from the National Transportation Product Evaluation Program (NTPEP), estimate the service life of the pavement markings, and compare these materials based on their life cycle costs. Based on the performance evaluation results and the subsequent analysis findings, it is recommended to use the following products on portland cement concrete bridge decks: Ennis fast dry waterborne traffic paint (for bridges with low to medium traffic volumes or as part of a mainline asphalt pavement striping project), LS 60, HPS-2, Mark 55.2, Mark 55.4, HPS-4, and HPS-5. Grooving has been shown to improve the performance of some of these materials such as Ennis fast dry waterborne traffic paint. Therefore, it is recommended to consider this surface preparation technique in the installation of pavement markings on portland cement concrete bridge decks that are subjected to high traffic. KW - Bridge decks KW - Epoxy resins KW - Life cycle costing KW - Methyl methacrylate KW - National Transportation Product Evaluation Program KW - Pavement grooving KW - Polyurea KW - Product evaluation KW - Road marking tapes KW - Road markings KW - Service life KW - Striping materials KW - Surface preparation KW - Thermoplastic materials KW - Traffic paint KW - Urethane UR - http://worldcat.org/oclc/320966935/viewonline UR - https://trid.trb.org/view/889949 ER - TY - RPRT AN - 01129534 AU - Decina, Lawrence E AU - Lococo, Kathy H AU - Ashburn, Warren AU - Rose, Janelle AU - TransAnalytics, LLC AU - National Highway Traffic Safety Administration TI - Identifying Strategies to Reduce the Percentage of Unrestrained Young Children PY - 2009/01//Final Report SP - 52p AB - The purpose of this study was to explore the factors that contribute to nonuse of occupant restraints by children 5 through 7 years of age riding in motor vehicles, and to identify strategies to increase restraint use in this age group. The appropriate restraint for most of these children, based on their size, would be booster seats. Research activities conducted for this study were a literature review, discussions with key informants, a brainstorming session with experts, and focus groups with parents and other caregivers. The prevalence of unrestrained children in this age group varied across observation studies identified in the literature review. Key informants, experts in the field, and parents and other caregivers provided many reasons why drivers do not restrain these children. Reasons included low perceived risk (low crash and injury threat), lack of understanding that booster seats prevent injury, ignorance of the booster seat law, the perception that violations of the child restraint law are not enforced, inconvenience, parental permissiveness, and situational factors. Recommendations to increase proper restraint use among 5- through 7-year-olds centered on enforcement, education, and publicity. Enforcement strategies should focus on increasing the perception that the child restraint law is strongly enforced, increasing the penalties for violating the law, and gaining more support from top-management of law enforcement agencies for enforcing the law. Educating law enforcement officers, judges, and prosecutors about the child passenger safety law and the risks involved for unrestrained and inappropriately restrained children are key components of an enforcement strategy. Generating publicity about the enforcement efforts is also important. Education strategies directed at the public should focus on messages that identify the best practices for properly restraining these children, raise parents’ and other caregivers’ perception of risk by demonstrating the potential for injury and death using visuals and testimonials, and clarify the child restraint law in the State. Educational messages may be delivered by health care personnel, teachers, law enforcement officers, and child passenger safety technicians. Messages can also be delivered through radio public service announcements and billboards. KW - Booster seats KW - Child restraint systems KW - Education KW - Law enforcement KW - Laws KW - Publicity KW - Strategic planning KW - Utilization UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811076.pdf UR - https://trid.trb.org/view/889856 ER - TY - RPRT AN - 01129529 AU - Zhou, Fujie AU - Fernando, Emmanuel G AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Transfer Functions for Various Distress Types PY - 2009/01//Product SP - 12p AB - The objective of Texas Department of Transportation (TxDOT) project 0-5798 is to develop the framework for the development and implementation of the next level of MEPDG (Mechanistic-Empirical Pavement Design Guide) for TxDOT (Tex-ME). One critical feature of the new system will be transfer functions which are used to estimate pavement life from the load and environmentally induced pavement stresses and strains. This product documents the research team’s recommended pavement distress transfer functions. These transfer functions should be considered as draft at this time, they will continue to be refined for the duration of this study and the final versions will be included in the project final report. KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Service life KW - Strain (Mechanics) KW - Stresses KW - Transfer functions UR - http://tti.tamu.edu/documents/0-5798-P2.pdf UR - https://trid.trb.org/view/889839 ER - TY - RPRT AN - 01128959 AU - Ellis, Ralph D AU - University of Florida, Gainesville AU - Florida Department of Transportation AU - Federal Highway Administration TI - Developing a Model to Estimate Maintenance of Traffic Quantities and Cost PY - 2009/01//Final Report SP - 85p AB - An investigation was conducted of the feasibility of developing a model to predict Temporary Traffic Control pay item quantities and costs from basic project descriptive information. A historical data base of project data was assembled as a basis for developing the model. Both linear and nonlinear methods were employed. A software application was developed to demonstrate the model operation. KW - Costs KW - Mathematical models KW - Work zone traffic control UR - https://trid.trb.org/view/889090 ER - TY - RPRT AN - 01127425 AU - Fitzsimmons, Eric J AU - Oneyear, Nicole AU - Hallmark, Shauna L AU - Hawkins, Neal R AU - Maze, Thomas H AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Synthesis of Traffic Calming Techniques in Work Zones PY - 2009/01//Final Report SP - 49p AB - Nationwide, over 1,000 fatalities and 40,000 injuries occur annually in work zones, which include both construction zones and areas where maintenance is performed. The majority (85%) of work zone accidents result from unsafe driver behavior, and vehicle speed is often a factor in work zone crashes. In order to address speed and driver behavior near work zones, roadway agencies have developed different traffic calming measures. The objective of this research is to summarize the effectiveness of different traffic calming treatments for reducing speeds in work zones. This project (1) identified work zone traffic calming treatments for which information has not been well summarized, (2) identified state of the art and new technologies for work zone traffic calming, and (3) synthesized research related to items 1 and 2. KW - Behavior KW - Drivers KW - Speed control KW - Speeding KW - Traffic calming KW - Work zone safety KW - Work zone traffic control UR - http://www.intrans.iastate.edu/smartwz/reports/2009-hallmark-calming.pdf UR - https://trid.trb.org/view/887925 ER - TY - RPRT AN - 01127175 AU - Balke, Kevin N AU - Texas Transportation Institute AU - Federal Highway Administration TI - Traffic Incident Management in Construction and Maintenance Work Zones PY - 2009/01//Technical Report SP - 68p AB - In 2004, the Federal Highway Administration published updated rules governing work zone safety and mobility; all highway construction and maintenance projects using federal-aid highway funds are required to develop transportation management plans (TMP) focusing on safety and the reduction of traffic mobility impacts through coordination. The project TMP should consist of a collection of administrative, procedural, and operational strategies for managing and mitigating the impacts of work zones. It is important for planners, operations personnel, and incident responders to understand why the transportation operation elements are vital in the process of developing the TMP. This document addresses the special needs and concerns when managing traffic incidents within a work zone and focuses on incident management as a strategy to be considered in the transportation operations component of the TMP. A description of techniques and strategies that can be used to handle incidents in work zones is presented. Some trend-setting approaches used on high-profile construction projects are also showcased as examples of good incident response planning incorporated at the design level. The contractor’s role in dealing with incidents within the work zone is addressed as well as the description of processes, procedures, and practices related to the detection, response, and clearance of incidents. The importance of including incident management procedures as an element of the transportation operations component of these plans is emphasized. The goals, objectives, and reasons for incident management as well as the issues and concerns that work zone planners, incident responders, and traffic operators need to consider in the planning phases of a work zone project are presented. Common work zone incident management strategies are described. KW - Contractors KW - Incident management KW - Traffic incidents KW - Transportation management plans KW - Transportation operations KW - Work zone safety KW - Work zone traffic control KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08056/fhwahop08056.pdf UR - http://ntl.bts.gov/lib/30000/30800/30829/fhwahop08056.pdf UR - https://trid.trb.org/view/887838 ER - TY - RPRT AN - 01127167 AU - Daniell, J Neil AU - PBS&J AU - Federal Highway Administration TI - Traffic Incident Management in Hazardous Materials Spills in Incident Clearance PY - 2009/01//Technical Report SP - 56p AB - Hazardous materials spills provide unique challenges to traffic incident clearance. When hazardous materials are present, not only do response personnel have to deal with typical traffic incident issues, they also must deal with potential chemical hazards, environmental impacts and added safety requirements. The mitigation and clean-up of hazardous spills can be a major source of delay in clearing traffic incidents. In many instances, expensive, time consuming removal actions are initiated when other appropriate, quicker options could be deployed safely. This document deals with the protocol and necessary knowledge required by transportation operations personnel, and first responders, such as fire-rescue and police when dealing with hazardous materials spills on the roadway, especially vehicle fluids. It provides basic knowledge necessary for transportation first responders to enable them to make proper decisions in the identification of the material and on how such spills can be safely handled. It also highlights quick, safe clearance policies and practices of transportation operations personnel when only vehicular fluid spills are involved. KW - First responders (Emergencies) KW - Hazardous materials KW - Hazards and emergency operations KW - Incident management KW - Spills (Pollution) KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08058/fhwahop08058.pdf UR - http://ntl.bts.gov/lib/30000/30800/30831/fhwahop08058.pdf UR - https://trid.trb.org/view/887836 ER - TY - RPRT AN - 01127166 AU - Carson, Jodi L AU - Texas Transportation Institute AU - Federal Highway Administration TI - Traffic Incident Management Resource Management PY - 2009/01//Technical Report SP - 114p AB - The necessity of a multi-disciplinary approach – involving law enforcement, fire and rescue, transportation, towing and recovery, and others – has been well-recognized and integrated into incident management operations. This same multidisciplinary approach has not been as widely extended to the area of resource management. Under a multidisciplinary approach, efficient and effective traffic incident management (TIM) resource management relies upon the utilization of: (1) appropriate personnel who are best qualified (i.e., capable but not over-qualified) for the various tasks; (2) appropriate equipment by function (i.e., use of the least costly equipment capable of performing the function); and (3) appropriate technology capable of supporting various on-site resource tasks, as well as a reduction in overall resources required through reduced redundancy across disciplines. To demonstrate the potential for enhanced TIM resource management efficiency and effectiveness, this guidebook considered various hypothetical examples for select TIM functions including motorist assistance, dispatch and response, scene protection, temporary traffic control, detour management, firefighting, minor spill mitigation and cleanup, crash investigation, victim relocation, and vehicle or debris removal. Results from an Incident Scenario Survey were used to confirm potential resource management improvements in practice and estimate order of magnitude cost savings. KW - Cost effectiveness KW - Guidelines KW - Incident management KW - Multidisciplinary approach KW - Resource management KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08060/fhwahop08060.pdf UR - http://ntl.bts.gov/lib/30000/30800/30834/fhwahop08060.pdf UR - https://trid.trb.org/view/887837 ER - TY - RPRT AN - 01126562 AU - Carlson, Daniel L AU - Gruen, Deric AU - Thacker, Jennifer AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Reducing Auto Congestion Around Schools: Transportation Demand Strategies for Schools Phase II Report PY - 2009/01//Final Research Report SP - 108p AB - This study examines efforts at ten locations in urban, suburban, and rural areas of Washington state to reduce auto use around schools. Elementary and middle school efforts emphasized and facilitated alternatives to car trips through walking, school buses, website networking, school-based campaigns, and infrastructure improvements. High school and higher education programs provided pre-paid transit service and transportation education. Key strengths of these efforts were integration into a larger policy framework, and listening and learning from customers. Elementary and middle schools programs that used education and encouragement along with engineering improvements and traffic law enforcement (the Safe Routes to School approach) and adapted to parent needs reduced auto congestion. Education and encouragement may also be beneficial for high school students. At the college/university level, mandatory universal transit/unlimited access passes reduced congestion. All efforts faced barriers, namely congestion reduction is not a primary mission of schools, and there is no larger policy framework to motivate change or site schools in ways that make alternative modes of transportation feasible. The lack of disincentives for driving, such as regulating drop-offs at K-8 schools or charging and managing parking at high schools and universities, limits the potential of trip reduction programs. The study concludes that auto congestion around schools can be reduced by state policies that set targets to reduce auto use and increase walking/bicycling, update school siting and performance standards, expand the Safe Routes to School approach and align it with transportation demand management (TDM) efforts, and require all colleges and universities to implement universal transit/unlimited access pass programs. KW - Bicycling KW - Education KW - Elementary schools KW - High schools KW - Highway engineering KW - Improvements KW - Middle schools KW - Passes (Transportation) KW - Public transit KW - Rural areas KW - Safe Routes to School (Program) KW - School buses KW - Schools KW - Suburbs KW - Traffic congestion KW - Traffic law enforcement KW - Traffic mitigation KW - Travel demand management KW - Universities and colleges KW - Urban areas KW - Walking KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/719.1.pdf UR - https://trid.trb.org/view/887664 ER - TY - RPRT AN - 01126550 AU - Klaiber, F Wayne AU - Wipf, Terry J AU - Wineland, Vernon W AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Precast Concrete Elements for Accelerated Bridge Construction: Volume 3. Laboratory Testing, Field Testing, and Evaluation of a Precast Concrete Bridge: Black Hawk County PY - 2009/01//Final Report SP - 101p AB - The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa Department of Transportation Office of Bridges and Structures. Black Hawk County (BHC) has developed a precast modified beam-in-slab bridge (PMBISB) system for use with accelerated construction. A typical PMBISB is comprised of five to six precast MBISB panels and is used on low volume roads, on short spans, and is installed and fabricated by county forces. Precast abutment caps and a precast abutment backwall were also developed by BHC for use with the PMBISB. The objective of the research was to gain knowledge of the global behavior of the bridge system in the field, to quantify the strength and behavior of the individual precast components, and to develop a more time efficient panel-to-panel field connection. Precast components tested in the laboratory include two precast abutment caps, three different types of deck panel connections, and a precast abutment backwall. The abutment caps and backwall were tested for behavior and strength. The three panel-to-panel connections were tested in the lab for strength and were evaluated based on cost and constructability. Two PMBISBs were tested in the field to determine stresses, lateral distribution characteristics, and overall global behavior. KW - Abutment caps KW - Accelerated construction KW - Backwall KW - Beam-in-slab bridges KW - Black Hawk County (Iowa) KW - Concrete bridges KW - Deck panels KW - Field tests KW - Laboratory tests KW - Precast concrete KW - Structural connection UR - http://publications.iowa.gov/id/eprint/13621 UR - http://publications.iowa.gov/id/eprint/13621 UR - http://ntl.bts.gov/lib/43000/43600/43680/TR-561_Vol_3.pdf UR - https://trid.trb.org/view/887654 ER - TY - RPRT AN - 01126549 AU - Phares, Brent Matthew AU - Wipf, Terry J AU - Bigelow, Jake AU - Bowers, Ryan P AU - Klaiber, F Wayne AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Precast Concrete Elements for Accelerated Bridge Construction: Volume 2. Laboratory Testing, Field Testing, and Evaluation of a Precast Concrete Bridge: Madison County Bridge PY - 2009/01//Final Report SP - 100p AB - The importance of rapid construction technologies has been recognized by the Federal Highway Administration (FHWA) and the Iowa Department of Transportation Office of Bridges and Structures. Recognizing this, a two-lane single-span precast box girder bridge was constructed in 2007 over a stream. The bridge’s precast elements included precast cap beams and precast box girders. Precast element fabrication and bridge construction were observed, two precast box girders were tested in the laboratory, and the completed bridge was field tested in 2007 and 2008. KW - Accelerated construction KW - Beams KW - Box girder bridges KW - Box girders KW - Concrete bridges KW - Field tests KW - Laboratory tests KW - Madison County (Iowa) KW - Precast concrete UR - http://ntl.bts.gov/lib/43000/43600/43679/TR-561_Vol_2.pdf UR - https://trid.trb.org/view/887653 ER - TY - RPRT AN - 01126548 AU - Wipf, Terry J AU - Klaiber, F Wayne AU - Hockerman, Samantha AU - Phares, Brent Matthew AU - Bowers, Ryan P AU - Becker, Matthew AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Precast Concrete Elements for Accelerated Bridge Construction: Volume 1-1. Laboratory Testing of Precast Substructure Components: Boone County Bridge; Volume 1-2. Laboratory Testing of Full-Depth Precast, Prestressed Concrete Deck Panels: Boone County Bridge; and Volume 1-3. Field Testing of a Precast Concrete Bridge: Boone County Bridge PY - 2009/01//Final Report SP - 344p AB - In July 2006, construction began on an accelerated bridge project in Boone County, Iowa that was composed of precast substructure elements and an innovative, precast deck panel system. The superstructure system consisted of full-depth deck panels that were prestressed in the transverse direction, and after installation on the prestressed concrete girders, post-tensioned in the longitudinal direction. Prior to construction, laboratory tests were completed on the precast abutment and pier cap elements. The substructure testing was to determine the punching shear strength of the elements. Post-tensioning testing and verification of the precast deck system was performed in the field. The forces in the tendons provided by the contractor were verified and losses due to the post-tensioning operation were measured. The stress (strain) distribution in the deck panels due to the post-tensioning was also measured and analyzed. The entire construction process for this bridge system was documented. Representatives from the Boone County Engineers Office, the prime contractor, precast fabricator, and researchers from Iowa State University provided feedback and suggestions for improving the constructability of this design. All of these areas are included in this first section of Volume 1. The second section of Volume 1 focuses on the laboratory testing of full-depth precast, prestressed concrete deck panels used in the construction of the continuous four-girder, three span bridge over Squaw Creek on 120th Street in Boone County, Iowa. Various laboratory tests were conducted on a single panel and on two panels connected by a closure pour. These tests ranged from determining physical properties of the panel (compressive strength and prestressing force), to determining the panel’s response in various circumstances (moving with a crane, during field leveling, and under loading). The third and final section of Volume 1 documents the field testing portion of this project. Two field tests were carried out on the Boone County bridge. The first took place the summer following construction and the second took place one year later. A summary of the testing process, instrumentation plan, and analysis of data are located in this section of the report. KW - Accelerated construction KW - Boone County (Iowa) KW - Bridge abutments KW - Bridge decks KW - Bridge substructures KW - Concrete bridges KW - Field tests KW - Girders KW - Laboratory tests KW - Pier caps KW - Posttensioning KW - Precast concrete KW - Prestressed concrete KW - Shear strength UR - http://publications.iowa.gov/id/eprint/13619 UR - http://ntl.bts.gov/lib/43000/43600/43678/TR-561_Vol_1.pdf UR - https://trid.trb.org/view/887648 ER - TY - RPRT AN - 01126512 AU - Sun, Liecheng AU - Hopkins, Tommy C AU - Beckham, Tony L AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Reduction of Stresses on Buried Rigid Highway Structures Using the Imperfect Ditch Method and Expanded Polystyrene (Geofoam) PY - 2009/01//Final Report SP - 49p AB - The study of earth pressure distribution on buried structures has a great practical importance in constructing highway embankments above pipes and culverts. Based on Spangler’s research, the supporting strength of a conduit depends primarily on three factors: 1) the inherent strength of the conduit; 2) the distribution of the vertical load and bottom reaction; and 3) the magnitude and distribution of lateral earth pressures which act against the sides of the structure. Rigid culverts are frequently used in Kentucky for routing streams beneath highway embankments because of rolling and mountainous terrain, numerous streams, shallow depths to bedrock, which creates unyielding foundations, and the necessity of using high fills which create large vertical stresses acting on culverts. As a means of exploring ways of reducing large vertical earth pressures acting on a buried structure, ultra-lightweight geofoam was placed in a trench above a reinforced rigid box culvert in Russell County, KY. This study provides strong evidences from both numerical model analysis and in-situ test data to indicate that geofoam is an ideal elasto-plastic material to reduce vertical load on top of a rigid culvert resting on a rigid foundation. The load on the top of a culvert can be reduced to 20% of traditional design load after 2-ft-thick geofoam is placed on top of it. Results from numerical model are more conservative when compared to actual test data. As much as 57% of settlement from geofoam has been recorded. Stresses on the top of a culvert where geofoam was placed have reached a relatively stable level which is expected at the yield point of the geofoam. This technology can be used in applications which require controlled pressure on rigid underground structure. Whether geogoam is used or not used, the model analysis and test data show that the earth pressure acting on the sidewall does not change significantly. Although the pressure acting on the sidewall is slightly higher when geofoam is used on top of the culvert only, the value is still below the design value used by the Kentucky Transportation Cabinet. Use of geofoam placed in an imperfect trench significantly reduces the vertical stresses acting on the top of the culvert. KW - Box culverts KW - Culverts KW - Earth pressure KW - Embankments KW - Expanded polystyrene KW - Field tests KW - Geofoam KW - Lateral earth pressures KW - Mathematical models KW - Pipe KW - Pipe culverts KW - Polystyrene KW - Stresses KW - Underground structures KW - Vertical loads UR - http://www.ktc.uky.edu/files/2012/06/KTC_05_05_SPR_228_01_1I.pdf UR - https://trid.trb.org/view/887632 ER - TY - RPRT AN - 01126249 AU - Richardson, David N AU - Lusher, Steven Michael AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Resilient Moduli of Granular Base Materials Using a Modified Type 5 Gradation PY - 2009/01//Final Report SP - 49p AB - The Missouri Department of Transportation (MoDOT) in collaboration with the Missouri Limestone Producers Association (MLPA) was interested in determining what effect a change in the Type 5 aggregate base gradation specification would have on the resilient modulus (M sub r) of said aggregate. The proposed change would lower the minimum allowable total percentage of material passing the #4 (4.75 mm mesh) sieve from 35% to 25%, and the #30 (0.600 mm mesh) sieve from 10% to 5%. The remainder of the gradation specification would remain unchanged. The rationale for this proposed change is that some aggregate producers believe the change could help lower their costs of producing a Type 5 aggregate base material. To investigate the proposed gradation specification change, an experimental gradation was devised which followed the lower bounds of the proposed gradation specification on the #4, #30, and #200 sieves, and approximated the as-delivered gradations of two aggregate formations previously tested for MoDOT on the 3/8, ½, ¾, and 1 in. sieves, making it a relatively open-graded material. Thus, two different aggregate sources were tested. In the previous study for MoDOT, two gradations were analyzed: as-delivered Type 5 materials, and gradations with elevated fines contents. Both gradations could be considered to be high-fines content materials, with minus #200 contents between 11 and 18%. As a result of changing the gradation to fit the lower proposed specification limits, the experimental gradation in the present study contained no minus #200 material, and had significantly more #4 retained material, but less #8 retained material. The resulting M sub r values in this study were greater than the results from the previous study for the same aggregates. Besides a change in gradation, the degrees of saturation for the proposed, more open-graded gradation were significantly lower than seen in the previous study for the same aggregate types. KW - Aggregate gradation KW - Fines (Materials) KW - Fines content KW - Granular materials KW - Modulus of resilience KW - Percent saturation KW - Specifications UR - http://library.modot.mo.gov/RDT/reports/Ri08021/or09015.pdf UR - http://ntl.bts.gov/lib/30000/30600/30660/or09015.pdf UR - https://trid.trb.org/view/887563 ER - TY - RPRT AN - 01125390 AU - Federal Railroad Administration TI - Tool for Planning and Monitoring Railroad Traffic Supports Visualization of Railroad Operations PY - 2009/01//Research Results SP - 5p AB - The Railroad Traffic Planner application is a visualization tool with stringline diagrams that show train positions over time. In addition to supporting scheduling, the Railroad Traffic Planner provides near-real time traffic position information when associated global positioning system (GPS) tracking devices have been installed. The Federal Railroad Administration (FRA) Human Factors Research and Development Program sponsored the development of the Railroad Traffic Planner to evaluate the potential for this type of visualization tool to improve safety and productivity in the railroad industry. FRA also sponsored technology transfer efforts to bring this prototype tool to additional railroads and other interested parties in the railroad industry. Many potential benefits of stringline tools were identified. For example, this type of display can be helpful for defining, evaluating, and communicating potential schedule changes. It can also enhance training for planners and dispatchers. Additionally, the GPS tracking information can help railroads better monitor locomotive speeds and the movement of hazardous materials, improve arrival time estimates for customers, and predict crew change and equipment arrival times. KW - Global Positioning System KW - Hazardous materials KW - Monitoring KW - Operations KW - Planning KW - Productivity KW - Railroad safety KW - Railroad traffic KW - Scheduling KW - Speed KW - Train arrival time KW - Visualization UR - http://www.fra.dot.gov/Elib/Document/2009 UR - https://trid.trb.org/view/885731 ER - TY - RPRT AN - 01125361 AU - Prinzo, O Veronika AU - Hendrix, A M AU - Hendrix, R AU - Federal Aviation Administration AU - Hendrix & Hendrix AU - Federal Aviation Administration TI - The Outcome of ATC Message Length and Complexity on En Route Pilot Readback Performance PY - 2009/01 SP - 38p AB - Field data and laboratory studies conducted in the 1990s reported that the rate of pilot readback errors and communication problems increased as controller transmissions became more complex. This resulted in the recommendation that controllers send shorter messages to reduce the memory load imposed on pilots by complex messages. More than 10 years have passed since a comprehensive analysis quantified the types and frequency of readback errors and communication problems that occur in the en route operational environment. Hence, a content analysis was performed on 51 hours of pilot and controller messages that were transmitted from 5 en route facilities in the contiguous United States between March and August 2006. This report contains detailed and comprehensive descriptions of routine air traffic control (ATC) transmissions and how ATC message complexity and message length affected pilot readback performance. The results show that message complexity had a statistically significant effect on the production of errors of omission only, while message length affected both the production of errors of omission and readback errors (substitution and transposition errors). When pilots requested that controllers repeat their messages, often these messages included the names of fixes, waypoints, and intersections, as well as the name of the next controlling sector or facility. Five recommendations are made: (1) No more than three aviation topics should be included in an ATC transmission. (2) A route clearance should be given as a stand-alone transmission. (3) The names of all fix, waypoint, location, and other identifiers should be repeated, and if necessary, spelled out following their first recitation. For example, "CLEARED DIRECT COBAD THAT'S CHARLIE OSCAR BRAVO ALFA DELTA" or "CLEARED DIRECT COBAD C-O-B-A-D." (4) Slang should not be used or accepted as part of aviation phraseology. (5) Effort should be undertaken to reduce excessive words/phrases -- on, your, to, is, etc. KW - Air pilots KW - Air traffic control KW - Air traffic controllers KW - Communication KW - Complexity KW - Length KW - Messages (Communications) KW - Readback performance UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-02.pdf UR - https://trid.trb.org/view/885713 ER - TY - RPRT AN - 01125352 AU - Birenbaum, Ingrid AU - PBS&J AU - Federal Highway Administration TI - Information Sharing for Traffic Incident Management PY - 2009/01//Technical Report SP - 54p AB - Traffic incident management focuses on developing procedures, implementing policies, and deploying technologies to more quickly identify incidents, improve response times, and more effectively and efficiently manage the incident scene. Because so many entities are involved in response efforts, rapid and effective traffic incident management relies on successful information sharing between public safety agencies, transportation agencies, and other public and private sector incident responders. This document identifies and summarizes the information needs of public and private incident responders. It describes how information is obtained and shared during an event in order to best support safe, quick response. Additionally this document addresses technical and institutional barriers to information exchange as well as methods devised to overcome these barriers. This report presents key research showcasing the advantages of data sharing between multiple agencies. It identifies and summarizes the information needs of various incident response agencies, describing the means to obtain and share information during an event. Case study information is also presented to illustrate various means of information sharing. Collection and distribution of information is addressed in the context of the incident timeline. Selected best practices for information sharing are presented. Various information sharing barriers are presented as well as some strategies to overcome them. KW - Data collection KW - Data sharing KW - Highway traffic control KW - Incident management KW - Information dissemination KW - Needs assessment KW - Traffic incidents UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08059/default.htm UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08059/tim_info_sharing.pdf UR - http://ntl.bts.gov/lib/30000/30800/30832/tim_info_sharing.pdf UR - https://trid.trb.org/view/886076 ER - TY - RPRT AN - 01124971 AU - Lockhart, Julie AU - Boyle, Linda Ng AU - Wilkinson, Mark AU - University of Iowa, Iowa City AU - University of Iowa, Iowa City AU - National Highway Traffic Safety Administration TI - Driving With Visual Field Loss: An Exploratory Simulation Study PY - 2009/01//Technical Report SP - 52p AB - The goal of this study was to identify the influence of peripheral visual field loss (VFL) on driving performance in a motion-based driving simulator. Sixteen drivers (6 with VFL and 10 with normal visual fields) completed a 14 km simulated drive. The simulated scenarios included changes in road geometry, merging, lead vehicle braking and incursion events; outcome measures were head movements, lane position, accelerator release time, collisions, and subjective assessment of driving patterns. There were significant differences between groups in some driving performance measures. Those with VFL demonstrated more variability in lane maintenance on curves and when departing the freeway, as well as delayed accelerator release and reduced time to simulated collision during an unexpected hazard event. VFL participants did not exhibit expected compensatory behaviors such as greater variability in head movements. The results suggest some differences in driving performance and driving patterns between the groups. KW - Compensatory behaviors KW - Driving KW - Driving simulators KW - Field of vision KW - Head movements KW - Lateral placement KW - Peripheral vision KW - Vision disorders UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811062.pdf UR - http://ntl.bts.gov/lib/30000/30500/30580/811062.pdf UR - https://trid.trb.org/view/886167 ER - TY - RPRT AN - 01124905 AU - Felker, Victoria AU - Parcells, William H AU - Kansas Department of Transportation AU - Federal Highway Administration TI - The Effectiveness of the Fly-Ash Slurry Injection Method to Eliminate Depressed Transverse Cracks PY - 2009/01//Final Report SP - 64p AB - One of the primary causes of increasing roughness in asphalt pavements in Kansas has been naturally occurring transverse cracks. Maintenance forces continually tried to seal the cracks; however, the cracks continued to grow wider and the depressions deeper. A review of the history of transverse cracking on I-70 in the western half of Kansas reveals that very wide cracks (top down) developed in cold weather and no suitable treatments were available from the 1960s through the 1980s. It was common to have cracks about 60 ft apart, 4 to 5 in. wide, depressed 2 to 3 in. and extended across all lanes. In this study, the nature and extent of transverse cracking in asphalt pavements on I-70 in Kansas was determined. A pavement investigation was conducted to determine the effectiveness of the Fly Ash Slurry Injection (FASI) method (a crack stabilization procedure) to eliminate or minimize the depression (bump) caused by the depressed pavement on both sides of the transverse cracks. The intent of the FASI was to fill the subsurface voids at severely distressed transverse cracks to delay depression and reflective cracking, because the pavements were structurally sufficient for the traffic loading. The initial objective of the study was to find a low-cost "maintenance" approach to improve ride by filling the transverse cracks and their associated depression. A variety of products and application procedures were attempted, with variable results. Most attempts re-cracked within a year, and depression soon followed. KW - Asphalt pavements KW - Fly ash KW - Injection grouting KW - Kansas KW - Slurry KW - Transverse cracking KW - Void filling UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003784475 UR - http://ntl.bts.gov/lib/30000/30900/30928/FHWA-KS-07-6_Final_Report.pdf UR - https://trid.trb.org/view/886101 ER - TY - RPRT AN - 01124902 AU - Lambert, James H AU - Schroeder, Matthew J AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Scenario-Based Transportation Planning with Involvement of Metropolitan Planning Organizations PY - 2009/01//Final Contract Report SP - 66p AB - The Office of Virginia’s Secretary of Transportation identified 21 transportation policies and 42 performance criteria in Virginia’s long-range multimodal transportation plan, VTrans2025. A subsequent planning effort, VTrans2035, provided direction for the effort described in this report. Although there has been considerable discussion of the potential impact of the VTrans policies on the Commonwealth as a whole, there has been little effort to characterize the regional and local impact of the policies. Further, the sensitivity of the policies to a variety of assumptions about the future needs to be better understood at statewide, regional, and local levels. This research effort developed and tested a methodology for scenario-based assessments of the impacts of the VTrans polices for several regions of the Commonwealth of Virginia. The methodology is implemented in an MS Excel workbook that is available for download at www.virginia.edu/crmes/multimodal2. This report describes a typical application of the methodology for a locality or regional planning organization, e.g., a Metropolitan Planning Organization (MPO) or Planning District Commission (PDC), to assess the impact of statewide multimodal policies across several of its long-range planning scenarios. The report includes a review of scenario-based planning, documentation of future scenarios, preliminary results of a survey of MPOs in Virginia for their best practices in scenario-based planning, an application of the methodology to the Roanoke region of Virginia, and recommendations. A major recommendation is that the methodology be used in VTrans2035 to catalyze and benchmark Virginia MPOs and localities in their respective efforts involving scenario-based transportation planning. The effort provides a cost-effective analysis tool that enables VTrans and MPOs and PDCs to identify and collaborate on the regional impacts of statewide transportation planning. The tool can further be cost-effective for individual MPOs and localities to engage in scenario-based long-range planning as encouraged by the Federal Highway Administration, particularly to guide the assumptions that are input to regional travel demand models. Appendix A provides the survey and study of scenario-based planning best practices. Appendix B documents the design of the Microsoft Excel workbook developed in this effort. Appendix C provides the lists of statewide policies, scenarios, and performance criteria used in the deployment of the workbook. Appendix D describes a related input/output analysis of economic growth based on transportation investments that was requested by the Office of Intermodal Planning and Investment. The developed methodology is being adapted for long-range scenario-based analysis of the Afghanistan Sustainable Infrastructure Plan, with research support from the U.S. Army Corps of Engineers. KW - Best practices KW - Cost effectiveness KW - Economic growth KW - Forecasting KW - Impact studies KW - Long range planning KW - Methodology KW - Metropolitan planning organizations KW - Multimodal transportation KW - Regional planning KW - Roanoke (Virginia) KW - Transportation planning KW - Transportation policy KW - Virginia UR - http://virginiadot.org/vtrc/main/online_reports/pdf/09-cr5.pdf UR - http://ntl.bts.gov/lib/37000/37700/37706/09-cr5.pdf UR - https://trid.trb.org/view/886090 ER - TY - RPRT AN - 01124899 AU - Nagabhushanam, Mahesh Gajula AU - Ramirez, Guillermo AU - University of Texas, Arlington AU - Kansas Department of Transportation AU - Federal Highway Administration TI - The Effects of Temperature on Fiber Composite Bridge Decks PY - 2009/01//Final Report SP - 168p AB - In this study the fiber composite bridge decks were subjected to thermal gradients to obtain the temperature difference between the top and bottom surface of the decks and to determine the thermal properties of the deck. The fiber composite bridge decks were fabricated in sizes of 2 ft wide x 8 ft long x .5 ft deep and 4 ft wide x 8 ft long x .5 ft deep specimens by Kansas Structural Composites Inc. The project consisted of 3 specimens of size 2 ft wide x 8 ft long x .5 ft deep with the ribs oriented along the longitudinal direction, 3 specimens of size 2 ft wide x 8 ft long x .5 ft deep with ribs oriented along the transverse direction, and a specimen of size 4 ft wide x 8 ft long x .5 ft deep with ribs oriented along the transverse direction. Two specimens with the ribs oriented along the lognitudinal direction and two specimens with ribs oriented along the transverse direction of size 2 ft wide x 8 ft long x .5 ft deep were subjected to a temperature greater than 120 deg F with unrestrained ends. Four tests were carried out on two specimens having ribs oriented along the longitudinal direction and two specimens having ribs oriented along the transverse direction with the shorter ends restrained. The top surface was exposed to constant temperature until the temperature and the strain linearized at the bottom surface of the fiber composite deck to obtain the difference in temperature between the top and bottom surface of the deck. The decks were restrained using a mechanical setup made up of fiber composite sections. A single specimen of size 4 ft wide x 8 ft long x .5 ft deep was tested for thermal loads greater than 120 deg F with unrestrained ends. The strain readings were recorded using strain gage technology from Vishay Micro Measurements and the displacement was measured for specimens with restrained ends using cable extension displacement sensor at half span. A prototype fiber composite deck was modeled using PRO-E and analyzed using ANSYS FEM software. KW - Bridge decks KW - Fiber composites KW - Laboratory tests KW - Temperature gradients KW - Thermal properties UR - http://www.ksdot.org/PublicLib/publicDoc.asp?ID=003784479 UR - http://ntl.bts.gov/lib/30000/30800/30874/FHWA-KS-08-9_FinalReport.pdf UR - https://trid.trb.org/view/886103 ER - TY - RPRT AN - 01124481 AU - Schooley, Benjamin AU - Horan, Thomas A AU - Botts, Nathan AU - Noamani, Aisha AU - University of Minnesota, Twin Cities AU - Claremont Graduate University AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - ITS and Transportation Safety: EMS System Data Integration to Improve Traffic Crash Emergency Response and Treatment PY - 2009/01//Final Report SP - 45p AB - This investigation is in response to the requirement for Strategic Highway Safety Plans (SHSPs), legislated by SAFETEA-LU, to address the need for data systems to allow for evidence-based safety planning. This study evaluates the use of information systems and intelligent transportation systems across the emergency response continuum of care to vehicle crash emergencies. Organizations that participate in the emergency response process often have siloed IT systems and are not able to share data with other agencies and organizations. An integrated system to produce data for real-time decision making and holistic performance and clinical analysis currently does not exist, but has the potential to improve emergency response and patient care. Proposed in this study is an Integrated Crash Trauma Information Network (ICTN) to allow for integrated information exchange. This study uses data collected from prior studies conducted in Minnesota, a literature review, case studies in Minnesota, and an in-depth analysis of the benefits of linking IT systems, the SHSP, Emergency Medical Services (EMS), 911, Trauma systems, and health information systems. A case study analysis was conducted across three overlapping dimensions to assess current challenges and potential benefits to integrated information sharing: operational, organizational, and governance. The study found potential health provision and data analysis benefits to integrated information sharing and posited a normative architecture to guide the design of systems to better use and analyze crash data. The design and development of a "proof of concept" system is recommended for the next phase of research. KW - Data sharing KW - Emergency medical services KW - Emergency response time KW - Information systems KW - Integrated information networks KW - Intelligent transportation systems KW - Real time information KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Strategic Highway Safety Plan KW - Traffic crashes KW - Traffic safety UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1086 UR - https://trid.trb.org/view/885610 ER - TY - RPRT AN - 01124333 AU - Liu, Wenting AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - PAVECHECK: Integrating Deflection and GPR for Network Condition Surveys PY - 2009/01//Technical Report SP - 26p AB - The PAVECHECK data integration and analysis system was developed to merge Falling Weight Deflectometer (FWD) and Ground Penetrating Radar (GPR) data together with digital video images of surface conditions. In this study Global Positioning System (GPS) was added to the system, and both the existing data collection and data processing programs were modified. One goal of this study was to evaluate the potential of using the upgraded PAVECHECK system to collect network level pavement condition data to assist in pavement rehabilitation planning. GPR data were collected on the entire roadway network for Williamson County in the Austin District. Collecting the entire 400 center lane miles took less than 10 days. Maps showing the limits of the data collection activities were developed. The upgraded system and the outputs from Williamson County are described in this report. The collected data and upgraded software has been delivered to district personnel. This system has tremendous potential to assist Texas Department of Transportation (TxDOT) engineers with future forensic and pavement rehabilitation studies. The PAVECHECK framework can also assist in future pavement layer database efforts and in documenting and evaluating the performance of research test sections. KW - Condition surveys KW - Data collection KW - Digital video KW - Falling weight deflectometers KW - Global Positioning System KW - Ground penetrating radar KW - Maintenance management KW - PAVECHECK (Computer program) KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Williamson County (Texas) UR - http://tti.tamu.edu/documents/5-4495-01-2.pdf UR - https://trid.trb.org/view/885759 ER - TY - RPRT AN - 01124330 AU - Anderson, Stuart D AU - Damnjanovic, Ivan D AU - Nejat, Ali AU - Ramesh, Sushanth AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Synthesis on Construction Unit Cost Development PY - 2009/01//Technical Report SP - 142p AB - Availability of historical unit cost data is an important factor in developing accurate project cost estimates. State highway agencies (SHAs) collect data on historical bids and/or production rates, crew sizes and mixes, material costs, and equipment costs, including contractor overhead and profit. The goal of this synthesis is to identify how state highway agencies develop unit prices for construction and maintenance projects. The synthesis approach consists of a comprehensive online survey, covering every aspect of unit cost development, to identify the state of practice in state highway agencies and interviews with several representative SHAs to gain a better understanding of the practices followed for unit cost development. This study finds that even though SHAs collect and store historical cost data, they do not have a formal and documented process for adjusting unit costs for project characteristics and market conditions. KW - Construction projects KW - Cost estimating KW - Highway projects KW - Interviewing KW - Project costs KW - Road construction KW - State highway departments KW - State of the practice KW - Surveys KW - Unit costs UR - http://tti.tamu.edu/documents/0-6023-1.pdf UR - https://trid.trb.org/view/885767 ER - TY - RPRT AN - 01124311 AU - Outcalt, William AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Work Zone Speed Control PY - 2009/01//Final Report SP - 40p AB - Traffic in the lanes next to work zones presents a continuous hazard to workers. By reducing the speed of the traffic through the work zone, the hazard can be mitigated somewhat. Accurate data on the effectiveness of the simultaneous use of radar detection devices and law enforcement support in work zones would be valuable information for equipment purchasing and budgeting purposes. A literature search found 17 studies relating to work zone speed control and investigating the use of variable message signs (VMS), presence of law enforcement, and various signing methods. However, none provided current documentation of the effectiveness of the use of a VMS in conjunction with the presence of a law enforcement officer who was ticketing violators. The study found that the most dependable method of ensuring compliance with posted work zone speed limits is through the presence of law enforcement in the work zone, citing speeders. This research provides the Colorado Department of Transportation (CDOT) with methods for effective management traffic speed in the vicinity of work zones. It will result in more reliable control of traffic speeds near work zones, improving safety for both the workers and the traveling public. Safety and traffic engineers and maintenance planners can use it to plan effective traffic control in work areas. KW - Colorado KW - Compliance KW - Literature reviews KW - Speed control KW - Speed limits KW - Traffic law enforcement KW - Work zone safety KW - Work zone traffic control UR - http://www.coloradodot.info/programs/research/pdfs/2009/workzonespeed.pdf/at_download/file UR - https://trid.trb.org/view/885637 ER - TY - RPRT AN - 01124308 AU - Al-Qadi, Imad L AU - Masson, Jean-Francois AU - Fini, Eli H AU - Yang, Shih-Hsien AU - McGhee, Kevin Kenneth AU - University of Illinois, Urbana-Champaign AU - Virginia Department of Transportation AU - Federal Highway Administration AU - Virginia Transportation Research Council TI - Development of Performance-Based Guidelines for Selection of Bituminous-Based Hot-Poured Pavement Crack Sealant: An Executive Summary Report PY - 2009/01//Final Contract Report SP - 41p AB - This report summarizes research presented in separate technical reports, papers, and journal articles that collectively document the development of a systematic process to aid in the selection of appropriate bituminous hot-poured sealants for pavement cracks and joints. The following process elements are summarized herein: Apparent Viscosity Test for Hot-Poured Crack Sealants, Development of a Short-Term Aging Test and Low-Temperature Testing Bibliography, Sealant Flow and Deformation by Dynamic Shear Rheometry in Summer Temperatures, Characterization of Low Temperature Creep Properties of Crack Sealants Using Crack Sealant Bending Beam Rheometry, Characterization of Low Temperature Mechanical Properties of Crack Sealants Using Crack Sealant Direct Tension Test, and Development of Adhesion Tests for Crack Sealants at Low Temperature. This report brings the results of this cumulative research together to introduce a set of tests and performance parameters for sealant at installation and service temperatures; an aging procedure to simulate sealant weathering; and most important, a simplified chart with thresholds for all performance parameters for the straightforward selection of crack sealant. KW - Adhesion KW - Aging (Materials) KW - Bituminous materials KW - Creep tests KW - Guidelines KW - Hot-pour sealants KW - Literature reviews KW - Low temperature tests KW - Mechanical properties KW - Pavement cracking KW - Pavement joints KW - Rheometers KW - Sealing compounds KW - Tension tests KW - Viscosity UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr7.pdf UR - https://trid.trb.org/view/885601 ER - TY - SER AN - 01124305 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Carpenter, Samuel H AU - Roberts, Geoffrey L AU - Ozer, Hasan AU - Aurangzeb, Qazi AU - Elseifi, Mostafa A AU - Trepanier, James AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Determination of Usable Residual Asphalt Binder in RAP PY - 2009/01//Research Report IS - 09-031 SP - 101p AB - For current recycled mix designs, the Illinois Department of Transportation (IDOT) assumes 100% contribution of working binder from Recycled Asphalt Pavement (RAP) materials when added to Hot Mix Asphalt (HMA). However, it is unclear if this assumption is correct and whether some binder may potentially be acting as “black rock,” and not participating in the blending process with the new binder. Furthermore, it is also unclear whether binder modifications should be considered in the mix design for recycled HMA. The goal of this research was to determine if the current IDOT mix design practice required modification with respect to the use of RAP. A set of mixtures was prepared using RAP in accordance with current practice. Additional sets were prepared using recovered binder and recovered aggregate to simulate the effect of RAP binder blending with virgin binder. Mixes containing 0, 20, and 40% RAP were prepared and the dynamic modulus testing results of these mixtures were compared to illustrate the effect of RAP on HMA. Tests on recovered, virgin, and blended binders were also conducted using the Dynamic Shear Rheometer (DSR). This study found that up to 20% RAP in HMA does not require a change in binder grade. However, at 40% RAP in HMA, a binder grade bump at high temperature and possibly at low temperature is needed; more tests are required to verify the need for low temperature binder grade bumping. In addition, this study recommends RAP fractionation in the preparation of laboratory specimens. KW - Bituminous binders KW - Dynamic modulus of elasticity KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Recycled asphalt pavements KW - Rheometers UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-09-031.pdf UR - http://ntl.bts.gov/lib/31000/31000/31019/ICT-09-031.pdf UR - https://trid.trb.org/view/885600 ER - TY - RPRT AN - 01124304 AU - Haas, Robert AU - Carter, Mark AU - Perry, Eric AU - Trombly, Jeffrey AU - Bedsole, Elisabeth AU - Margiotta, Richard AU - Science Applications International Corporation AU - Federal Highway Administration TI - iFlorida Model Deployment Final Evaluation Report PY - 2009/01 SP - 274p AB - This document is the final report for the evaluation of the USDOT-sponsored Surface Transportation Security and Reliability Information System Model Deployment, or iFlorida Model Deployment. This report discusses findings in the following areas: ITS deployment and operations; Maintaining a Network of Field Devices; Using Toll Tag Readers for Traffic Monitoring; Interfacing TMC and FHP CAD Systems; Using Dynamic Message Signs for Traveler Information; Implementing Variable Speed Limits; Statewide Operations; Evacuation Operations; Traveler Information Operations; Weather Data; and Transportation Security. It discusses costs and benefits associated with iFlorida activities in each of these areas and lessons learned in pursuing those activities. KW - Automated toll collection KW - Benefits KW - Computer aided dispatch systems KW - Costs KW - Evacuation KW - Intelligent transportation systems KW - ITS deployment KW - Lessons learned KW - Model deployment KW - Security KW - Traffic surveillance KW - Traveler information and communication systems KW - Variable message signs KW - Variable speed limits KW - Weather UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08050/iFlorida.pdf UR - http://ntl.bts.gov/lib/30000/30800/30827/iflorida.pdf UR - http://ntl.bts.gov/lib/31000/31000/31051/14480.htm UR - https://trid.trb.org/view/885651 ER - TY - RPRT AN - 01124302 AU - Hallmark, Shauna L AU - Hsu, Yu-Yi AU - Maze, Thomas H AU - McDonald, Thomas J AU - Fitzsimmons, Eric J AU - Iowa State University, Ames AU - Volpe National Transportation Systems Center TI - Investigating Factors Contributing to Large truck Lane Departure Crashes Using the Federal Motor Carrier Safety Administration’s Large Truck Crash Causation Study (LTCCS) Database PY - 2009/01//Final Report SP - 66p AB - Lane departure crashes account for a significant number of motor vehicle crashes and fatalities. However, information specific to large truck lane departures is not well documented. This project evaluated lane departure crashes and the related independent variables and attempted to derive causal relationships that can be used to identify preventative measures for reducing large truck lane departure crashes. Data from the Federal Motor Carrier Safety Association’s Large Truck Crash Causation Study (LTCCS) Database were evaluated to determine both the common causes and the circumstances leading to lane departure crashes. Causes and circumstances may include driver, vehicle, roadway, and environmental factors. Simple statistics, a simple odds ratio, and logistic regression were used to evaluate the crashes, and driver, vehicle, environmental, and roadway factors contributing to large truck lane departure crashes were identified. KW - Commercial vehicles KW - Crash causes KW - Crash data KW - Crash prevention KW - Lane departures KW - Large Truck Crash Causation Study KW - Logistic regression analysis KW - Odds ratio KW - Statistics KW - Trucks UR - http://www.ctre.iastate.edu/reports/lg_truck_lane_departure.pdf UR - https://trid.trb.org/view/885603 ER - TY - RPRT AN - 01124297 AU - Bloomfield, John R AU - Harder, Kathleen A AU - Chihak, Benjamin J AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - The Effect of Sleep Deprivation on Driving Performance PY - 2009/01//Final Report SP - 50p AB - Each of twenty commercial motor vehicle (CMV) drivers participated in a single twenty-hour experimental session, during which they were continuously kept awake, but were allowed to ingest caffeine and use tobacco as they would in real-world conditions. Each participant drove in a fixed-base advanced driving simulator for approximately one hour on four occasions (at 9:00 am, 3:00 pm, 9:00 pm, and 3:00 am). The 59.5-mile (95.8-km) test route was designed with overpasses and intersections and changes in speed limits—to make the driving experience more like real-word driving. After the fourth drive, the participants were driven to the University of Minnesota’s General Clinical Research Center, where they slept for eight hours. The main result was that the steering performance of CMV drivers was impaired when they stayed awake for an extended period: There was a considerable increase in steering instability between the morning drive, at 9:00 am, and the nighttime drive, at 3:00 am—an increase likely to have been produced by sleep deprivation. [Other results were: (1) stopping behavior improved throughout the session—suggesting practice effects; (2) after the fourth drive, there was less reduction in the participants’ pupil size—but, since there was no difference in pupil size before the fourth drive, there was no evidence to suggest that pupil size reductions could be used to predict sleep deprivation; (3) data from other visual performance tests showed no effect of time of day; and, (4) results obtained from reaction time tests did not show decrements in performance—instead there may have been practice effects.] KW - Commercial drivers KW - Driving performance KW - Driving simulators KW - Fatigue (Physiological condition) KW - Sleep deprivation KW - Steering KW - Truck drivers UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1078 UR - https://trid.trb.org/view/885599 ER - TY - RPRT AN - 01123435 AU - Collins, William E AU - Wayda, Michael E AU - CNI Aviation, LLC AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Index to FAA Office of Aerospace Medicine Reports: 1961 Through 2008 PY - 2009/01//Final Report SP - 94p AB - An index to Federal Aviation Administration Office of Aerospace Medicine Reports (1964-2008) and Civil Aeromedical Institute Reports (1961-1963) is presented for those engaged in aviation medicine and related activities. The index lists all FAA aerospace medicine technical reports published from 1961 through 2008: chronologically, alphabetically by author, and alphabetically by subject. KW - Aviation medicine KW - Civil Aerospace Medical Institute KW - Indexes (Information management) KW - Office of Aerospace Medicine KW - Technical reports UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM09-01.pdf UR - https://trid.trb.org/view/884413 ER - TY - RPRT AN - 01123020 AU - Harris, Scott AU - Colorado Department of Transportation AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Colorado Department of Transportation's Current Procedure for Life Cycle Cost Analysis and Discount Rate Calculations PY - 2009/01//Final Report SP - 15p AB - This report provides information on life cycle cost analysis (LCCA) as applied to Colorado Department of Transportation (CDOT) roadways. It describes the current method CDOT uses to select a discount rate. It also summarizes data collected from several states listing their hot mix asphalt (HMA) overlay cycles and discount rates. To implement these results, the discount rate will be calculated annually by the HQ Materials Pavement Design Unit and distributed to the Pavement Design Engineers in each Region for use in their LCCA. KW - Bituminous overlays KW - Colorado KW - Colorado Department of Transportation KW - Discount rates KW - Hot mix asphalt KW - Life cycle costing KW - Pavement design UR - http://www.dot.state.co.us/publications/PDFFiles/lcca2009.pdf UR - https://trid.trb.org/view/884765 ER - TY - RPRT AN - 01123017 AU - Chu, Xuehao AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Department of Transportation TI - Development of Comprehensive Guidance on Obtaining Service Consumed Data for NTD PY - 2009/01//Final Report SP - 117p AB - This document proposes "The National Transit Database Sampling Manual." It is developed for the Federal Transit Administration (FTA) to replace its current guidance (circulars 2710.1A and 2710.2A) to transit agencies on how they may estimate service consumed data through random sampling for the National Transit Database (NTD). It covers the following topics for all modes and types of service: How to obtain a 100% count; How to estimate passenger miles traveled for intermediate years; How to get a sampling plan; How to collect sample data; How to estimate annual unlinked passenger trips or passenger miles traveled; and How to determine monthly unlinked passenger trips. It also comes with an Excel-based template for transit agencies to develop customized sampling plans with sample data from their own services. The FTA is expected to formally adopt a shortened version of this proposed NTD Sampling Manual but has not yet done so by January 2009. Even if the FTA were to decide not to adopt it, however, the best practices presented and the template are useful for transit agencies to reduce their reporting burdens while meeting FTA’s requirements. KW - Best practices KW - Data collection KW - Manuals KW - National Transit Database KW - Passenger miles KW - Random sampling KW - Statistical sampling KW - Templates KW - Travel surveys UR - http://www.nctr.usf.edu/pdf/77723.pdf UR - https://trid.trb.org/view/884759 ER - TY - RPRT AN - 01123013 AU - Wang, Jianmin AU - Center for Transportation Infrastructure and Safety AU - Research and Innovative Technology Administration TI - Leaching Behavior of Coal Combustion Products and the Environmental Implication in Road Construction: Project Progress Report PY - 2009/01//Project Progress Report SP - 44p AB - The use of coal fly ash in road base and sub-base applications can provide better properties and performance, and is superior to it being otherwise disposed and becoming a possible environmental liability. Understanding the metal leaching behavior for various fly ashes can help the construction industry and the energy industry in selecting the environmentally benign fly ash for road construction and for other beneficial use applications, and determining the long term environmental impact of fly ash during road construction. Coal fly ash contains many regulated cationic and oxyanionic elements such as antimony, arsenic, barium, boron, cadmium, chromium, copper, lead, mercury, molybdenum, nickel, and selenium. Due to the implantation of several new air emission control regulations, future fly ash may contain elevated concentrations of volatile trace elements especially oxyanionic elements. Since oxyanionic elements have greater mobility in the environment, being less studied previously, and are generally more toxic than cationic elements, understanding the leaching behavior of oxyanionic elements from fly ash is significant in determining the potential environmental impact of fly ash during disposal or beneficial use, selecting the appropriate fly ash for road construction, and developing methods to control the leaching of oxyanionic elements. This research becomes more urgent due to the implementation of more stringent arsenic standards in drinking water that will become effective in January 2006. This research will focus on the leaching behavior of 6 major oxyanionic elements, antimony, arsenic, boron, chromium, molybdenum, and selenium, for various fly ashes under different management scenarios, using both batch and column experiments. Mathematical models will be developed to quantify the leaching behavior of these elements. Speciation of these oxyanion elements will be determined using the most advanced Perkin-Elmer HPLC-ICP-MS system available at Missouri University of Science and Technology. KW - Antimony KW - Arsenic KW - Boron KW - Chromium KW - Coal combustion products KW - Environmental impacts KW - Fly ash KW - Leaching KW - Mathematical models KW - Metals KW - Molybdenum KW - Road construction KW - Selenium KW - Subbase (Pavements) KW - Subbase materials UR - http://utc.mst.edu/documents/R201_CR.pdf UR - https://trid.trb.org/view/884745 ER - TY - RPRT AN - 01123011 AU - Damnjanovic, Ivan D AU - Anderson, Stuart D AU - Wimsatt, Andrew AU - Reinschmidt, Kenneth F AU - Pandit, Devanshu AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Ways and Procedures to Reduce Construction Cost and Increase Competition PY - 2009/01//Technical Report SP - 192p AB - Construction cost inflation is affecting many state highway agencies including the Texas Department of Transportation. While some of this increase can be attributed to factors such as soaring cost of energy, reports of large variations in cost of bid items among different districts indicate that the problem is more complex. Indeed, there are many other factors affecting the recent increase in construction cost including design requirements, work restrictions, bidding procedures, and competition. The goal of this research is to identify these factors, or the root causes contributing to the increase in construction cost, and propose the methods that can address them. The research approach is based on four sequential steps: identification of the methods, collection of the data from the interim workshops, assessment of the impact of the methods on adopted performance measures, and development of recommendations and guidelines on how to modify construction projects to reduce or contain the construction cost while maintaining quality. The results from a Delphi study show that the cost reduction methods (both on a project and program level) could be used to reduce or contain the cost of highway construction. KW - Competition KW - Construction projects KW - Cost reduction KW - Costs KW - Data collection KW - Delphi method KW - Road construction KW - Workshops UR - http://tti.tamu.edu/documents/0-6011-1.pdf UR - https://trid.trb.org/view/884746 ER - TY - RPRT AN - 01122656 AU - Baer, Justin AU - Skemer, Melanie AU - American Institutes for Research AU - National Highway Traffic Safety Administration TI - Review of State Motorcycle Safety Program Technical Assessments PY - 2009/01//NHTSA Technical Report SP - 54p AB - A key effort initiated by the National Highway Traffic Safety Administration (NHTSA), aimed at promoting motorcycle safety and understanding the factors that contribute to motorcycle crashes, is the State Motorcycle Safety Program Technical Assessments ("State Assessments"), which provide comprehensive reviews of State motorcycle safety programs and practices. During the assessments, reviewers examine the policies States have implemented to promote motorcycle safety and offer recommendations for additional steps States may take to encourage safe riding and reduce crashes, injuries, and fatalities. This report reviews the implementation and barriers to implementation of the nine State Assessments completed by NHTSA at least one year before the start of this project. Drawing on information collected from follow-up surveys administered to motorcycle safety officials in these States in late 2007 and early 2008, the report addresses the following questions: What were the most frequent kinds of recommendations made as part of the State assessments? Which types of recommendations were most frequently implemented by the States? What is the impact of those recommendations that were implemented according to the States? What kinds of recommendations were least likely to be implemented by the States? What are the reasons why certain recommendations were not implemented? KW - Barriers to implementation KW - Evaluation and assessment KW - Highway safety KW - Implementation KW - Motorcycle crashes KW - Motorcycle driving KW - Motorcycle safety KW - Recommendations KW - State policy KW - States UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NCSA/Content/Reports/2009/811082.pdf UR - https://trid.trb.org/view/884345 ER - TY - RPRT AN - 01122647 AU - Goodwin, Arthur H AU - Hall, William L AU - Raborn, J Craig AU - Thomas, Libby J AU - Tucker, Mary Ellen AU - National Highway Traffic Safety Administration TI - Countermeasures That Work: A Highway Safety Countermeasure Guide For State Highway Safety Offices PY - 2009/01//Fourth Edition SP - 301p AB - This guide is a basic reference to assist State Highway Safety Offices (SHSOs) in selecting effective, science-based traffic safety countermeasures for major highway safety problem areas. The guide: describes major strategies and countermeasures that are relevant to SHSOs; summarizes their use, effectiveness, costs, and implementation time; and provides references to the most important research summaries and individual studies. The guide contains a chapter for each problem area. Each chapter begins with a brief overview of the problem area’s size and characteristics, the main countermeasure strategies, a glossary of key terms, and a few general references. Next, a table lists specific countermeasures and summarizes their use, effectiveness, costs, and implementation time. Each countermeasure is then discussed in approximately one page. Some countermeasure areas are covered in more depth than others due to the availability of published research. For example, impaired driving has a long and rich research history while other topics, such as driver distraction and fatigue, have received less attention. Highway safety problem areas covered include the following: alcohol-impaired driving, seat belt use and child restraints, aggressive driving and speeding, distracted and fatigued driving, motorcycle safety, young drivers, older drivers, pedestrians, and bicycles. KW - Aged drivers KW - Aggression KW - Alcohol use KW - Bicycle crashes KW - Bicycle safety KW - Child restraint systems KW - Costs KW - Countermeasures KW - Cyclists KW - Distraction KW - Drivers KW - Drunk driving KW - Fatigue (Physiological condition) KW - Highway safety KW - Impaired drivers KW - Implementation KW - Motorcycle safety KW - Pedestrian safety KW - Pedestrians KW - Seat belt use KW - Seat belts KW - Speeding KW - State highway departments KW - States KW - Strategic planning KW - Teenage drivers KW - Traffic safety KW - Young adults UR - http://ntl.bts.gov/lib/30000/30500/30532/811081.pdf UR - https://trid.trb.org/view/884326 ER - TY - RPRT AN - 01121744 AU - Research and Innovative Technology Administration TI - Pocket Guide to Transportation 2009 PY - 2009/01 SP - 56p AB - This booklet provides a statistical guide on the state of transportation in the United States. Covering highway, air, rail, maritime, urban transit and pipeline, the contents include transportation topics such as system extent and use; safety; security; mobility; economy; and environment. A glossary of terms is provided. KW - Air transportation KW - Economic impacts KW - Economic indicators KW - Environmental impacts KW - Highways KW - Mobility KW - Pipelines KW - Public transit KW - Railroads KW - Security KW - Statistics KW - Transportation safety KW - United States KW - Utilization KW - Water transportation UR - http://www.bts.gov/publications/pocket_guide_to_transportation/2009/pdf/entire.pdf UR - https://trid.trb.org/view/879889 ER - TY - RPRT AN - 01160590 AU - Wall, Christopher J AU - Christenson, Richard E AU - McDonnell, Anne-Marie H AU - Jamalipour, Alireza AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - A Non-Intrusive Bridge Weigh-in-Motion System for a Single Span Steel Girder Bridge Using Only Strain Measurements PY - 2009//08//Research Report SP - 57p AB - This study proposes and demonstrates a non-intrusive Bridge Weigh-In-Motion (BWIM) methodology in a field study. This methodology is for a single span steel girder bridge that uses only strain measurements of the steel girders beneath the bridge deck to determine the weight and accompanying characteristics of trucks traveling over the bridge. A brief literature review of BWIM technology is presented, followed by a description of the proposed BWIM methodology. The proposed methodology determines gross vehicle weight, speed, axle spacing, and axle weight in an automated fashion using only strain measurements. A description is presented of the field study conducted to validate the proposed BWIM methodology. The field study used both a test truck and trucks from the traffic stream to calibrate and compare the accuracy of the proposed BWIM methodology with static measurements of weight and axle spacing collected at a weigh station located one-half mile past the bridge. The performance of the BWIM methodology is presented from a statistical perspective whereby the 95% confidence intervals are determined for the various errors in truck characteristic measurements. The field study was made possible through the collaborative efforts of the Connecticut Department of Transportation, the Connecticut State Police, and the Federal Highway Administration. KW - Axle spacing KW - Axle weight KW - Data collection KW - Field studies KW - Girder bridges KW - Gross vehicle weight KW - Highway bridges KW - Methodology KW - Speed KW - Strain measurement KW - Weigh in motion UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2251-3-09-5.pdf UR - https://trid.trb.org/view/921552 ER - TY - RPRT AN - 01616968 AU - Federal Transit Administration AU - American Public Transportation Association TI - Workshop Report - Executive Summary, First French-American Workshop, Public Transportation & Innovative Financing PY - 2009///Final Report SP - 242p AB - The Federal Transit Administration of the United States Department of Transportation, the French Trade Office of the French Embassy in the United States, and the French Ministry for Ecology, Energy, Sustainable Development, and Land Planning held a workshop on how to use private investment and innovative financing to develop effective mass transit systems from July 6th to July 8th, 2008. This first France/USA Public-Private Partnerships (PPP) conference took place in Lyon and St. Etienne, France. Sessions at the two-day workshop explored the methods of the new PPP wave through examples. They addressed financial engineering, contract management, risk allocation, and tasks to assign to private partners, discussing PPP projects current and past in France and the U.S. The goal was to prepare all participants to expand the traditional role of the private marketplace to achieve a better value for taxpayers. It helped transit managers better understand how PPPs can be an effective mechanism to provide new transit services in an era when demand exceeds the financial capacity of local and state governments and the federal government. The forum deepened understanding of both what the private sector can provide and what the public expects of transit managers. Workshop presentations are summarized in this report. KW - Contract administration KW - Financing KW - France KW - Investments KW - Public private partnerships KW - Public transit KW - Risk management KW - Transportation planning KW - United States KW - Workshops UR - https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/DOC_06480.pdf UR - https://trid.trb.org/view/1428264 ER - TY - RPRT AN - 01579225 AU - Federal Highway Administration TI - Driving Simulation Forward: Making Driving Simulators More Useful for Behavioral Research PY - 2009///Program Fact Sheet SP - 2p AB - It is often difficult for highway and traffic engineers to consider complex driver behavior in their designs, but failing to do so can cost lives and, if roadways must be rebuilt, millions of dollars. The aim of “Making Driving Simulators More Useful for Behavioral Research,” an Exploratory Advanced Research (EAR) Program project, is to make driving simulators a more reliable tool for highway engineers. The 32-month study, launched by the Federal Highway Administration (FHWA) in 2009, is being conducted by the University of Iowa. KW - Behavior KW - Drivers KW - Driving simulators KW - Highway design UR - http://www.fhwa.dot.gov/advancedresearch/pubs/10060/10060.pdf UR - https://trid.trb.org/view/1371760 ER - TY - CONF AN - 01574670 AU - Erbsmehl, Christian AU - National Highway Traffic Safety Administration TI - Simulation of Real Crashes as a Method for Estimating the Potential Benefits of Advanced Safety Technologies PY - 2009 SP - 10p AB - Since secondary safety systems have been implemented in modern cars successfully, the development of primary safety systems becomes more and more important. That causes the necessity of useful methods to estimate the benefit of these advanced safety systems. In this paper a new method for the benefit estimation of advanced safety systems by simulating real world crashes is presented. The bases of this simulation are real world crashes out of the GIDAS (German In-Depth Accident Study) database, including reconstruction data, accident sketches and safety systems specifications. The result of this method is a comparison between the simulated real accident scenario and the predicted accident scenario using a virtual prototype of the safety system. Using this comparison it is possible to estimate the benefit for the single case as well as the global benefit for all cases. The simulation will be done with a car dynamic simulation program. Therefore, interactions between sensor systems, brakes and steering controls can be considered. Furthermore, it is also possible to simulate crash involved cars with more than one safety system. The benefit will be estimated regarding accident avoidance and/or accident mitigation based on all available cases in GIDAS. Another possibility of such a simulation is to find out potentials of the further development of advanced safety systems or to develop new activating strategies by checking up parameters like yaw-angle, lateral acceleration or steering wheel angle. This paper explains a method for the estimation of potential benefits of primary safety systems and exemplified results. The paper offers the possibility of a dynamic simulation of real world accident initiations with and without virtual safety systems. The results provide detailed information about useful combinations of advanced safety systems. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Active safety systems KW - Antilock brake systems KW - Crash avoidance systems KW - Crash data KW - German In-Depth Accident Study KW - In vehicle sensors KW - Simulation KW - Steering systems UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1364576 ER - TY - CONF AN - 01574659 AU - Wang, Stewart C AU - National Highway Traffic Safety Administration TI - Widespread Collection of Real-World Crash Data Using Advanced Automatic Collision Notification and Medical Data Technologies PY - 2009 SP - 4p AB - Standard methods of investigating real-world crashes are hampered by the rapid rate at which the vehicle fleet changes as well as logistical hurdles involved in collecting sufficient quantities of data regarding specific vehicle and crash conditions to draw useful conclusions regarding injury causation. This degrades the ability of real-world crash data to contribute in a timely fashion to the assessment and improvement of vehicle and occupant protection systems. The University of Michigan Health System, General Motors and OnStar are collaborating on a project to collect real-world crash data using the OnStar system to identify and screen crash cases from around the US. For crash events of interest, informed consent is obtained, medical interviews are conducted and the vehicle is inspected for photographic documentation. Medical records and digital medical imaging data files are also obtained for determination of injury mechanism and outcome. Most real-world crash data collection systems have limitations. Systems in which a small subset of crashes is randomly sampled have very limited numbers of crashes from specific vehicle models and crash conditions. Geographically based census collection systems can have the same limitation. Medically based crash data collection systems provide optimal detail and insight regarding injury causation factors, but are also biased by being outcome-sampled and expensive. The novel use of advanced automatic collision notification technology for screening allows researchers to very efficiently identify the subset of real-world crash cases that hold most value for assessment of injury risk or evaluation of vehicle safety performance. Cost effectiveness will increase even further once photographic documentation of crash damage is no longer necessary. The involvement of independent, academically based medical researchers significantly enhances subject enrollment and enables the collection of sensitive medical records and digital imaging data. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Automatic crash notification KW - Automatic data collection systems KW - Crash data KW - Crash injury research KW - Crash investigation KW - Fatalities KW - Occupant protection devices UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1364575 ER - TY - RPRT AN - 01543894 AU - Ekşioğlu, Sandra D AU - Petrolia, Daniel AU - National Center for Intermodal Transportation AU - Research and Innovative Technology Administration TI - Analyzing the Impact of Intermodal Facilities to the Design and Management of Biofuels Supply Chain PY - 2009 SP - 16p AB - This paper analyzes the impact that an intermodal facility has on location and transportation decisions for biofuel production plants. Location decisions impact the management of the in-bound and out-bound logistics of a plant. The authors model this supply chain design and management problem as a mixed integer program. Input data for this model are location of intermodal facilities and available transportation modes; cost and cargo capacity for each transportation mode; geographical distribution of biomass feedstock, and production yields; and biomass processing and inventory costs. Outputs from this model are the number, location and capacity of biofuel production plants. For each plant, the transportation mode used, timing of shipments, shipments size, inventory size, and production schedule that minimize the delivery cost of biofuel are determined. The state of Mississippi is considered as the testing grounds for the model. Experimental results indicate that the best location for a (corn-to-ethanol) biorefinery in Mississippi is Warren County, where an inland port is located. Results indicate that, even when the biomass available in Mississippi is enough to operate this facility, it is economical to ship corn from the Midwest using barge. KW - Biomass fuels KW - Costs KW - Industrial location KW - Industrial plants KW - Intermodal facilities KW - Logistics KW - Minimization KW - Mississippi KW - Mixed integer programming KW - Supply chain management UR - http://ncit.msstate.edu/PDF/reports_61.pdf UR - http://ncit.msstate.edu/publications/reports/reports_61.html UR - https://trid.trb.org/view/1332056 ER - TY - RPRT AN - 01541509 AU - Federal Highway Administration TI - Real Estate Acquisition Guide For Local Public Agencies PY - 2009 SP - 168p AB - This guide is intended to serve as a basic reference for local public agencies and others who receive Federal-aid highway funds for projects involving the acquisition of real property. Typically, the Federal Highway Administration (FHWA) provides funds to State governments who carry out highway projects. These funds are used to support activities related to building, improving, and maintaining designated public roads. In some circumstances, the States pass on the funds to local governments or private entities. Eligibility to receive Federal funds depends upon compliance with Federal laws, regulations, and policies. State and local governments often have additional requirements that apply. Chapters include: The Uniform Act and the Government-wide Regulation, Project Development, Administrative Matters, Valuation, Acquisition, Relocation Assistance, and Property Management. KW - Federal government KW - Local government agencies KW - Property acquisition KW - Property management KW - Real property KW - Regulations KW - Relocation assistance KW - Uniform Relocation Assistance and Real Property Acquisition Act KW - Valuation UR - http://www.fhwa.dot.gov/real_estate/uniform_act/program_administration/lpa_guide/reag.pdf UR - https://trid.trb.org/view/1326377 ER - TY - CONF AN - 01517276 AU - National Highway Traffic Safety Administration TI - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV) PY - 2009 SP - v.p. AB - The proceedings include over 280 papers divided into fourteen Technical sessions: (1) Data Acquisition and Analysis for Future Safety Enhancement; (2) Developments in Frontal/Side Impact Protection; (3) Vehicle Stability and Control Systems, and Rollover Prevention; (4) Integrated Safety Approach: From Prevention To Severity Reduction, Protection and Post-Crash Safety; (5) Biomechanics: Injury Criteria and Virtual Test Procedures/Tools Development; (6) Safety Performance and Effectiveness of Driver Assistance Technologies, Test & Evaluation Procedures, Benefits Assessment; (7) (NEW) Effect of Fuel Economy Strategies on Vehicle Safety; (8) Rear Impact Injury Prevention & Protection; (9) Human Machine Interface - Issues, Driver-Vehicle Interaction Related Research, Impaired Driving and Human Factors Guidelines Development; (10) Deployment Strategies of Safety Technologies – Voluntary Standards, Regulations & Ratings; (11) Structural Integrity and Restraint Performance; (12) Vulnerable Road Users: Pedestrian Safety; (13) Advances in Vulnerable Occupant Protection Systems; (14) Advances in Truck Safety/Bus & Two Wheeled Vehicles Safety. U1 - 21st International Technical Conference on the Enhanced Safety of Vehicles (ESV)National Highway Traffic Safety AdministrationBundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs)Bundesanstalt fuer Strassenwesen (BASt)Stuttgart,Germany StartDate:20090615 EndDate:20090618 Sponsors:National Highway Traffic Safety Administration, Bundesministerium fuer Verkehr, Bau und Stadtentwicklung - BMVBS - (Federal Ministry of Transport, Building and Urban Affairs), Bundesanstalt fuer Strassenwesen (BASt) KW - Biophysics KW - Conferences KW - Crash avoidance systems KW - Data collection KW - Deployment KW - Driver support systems KW - Driver vehicle interfaces KW - Frontal crashes KW - Fuel consumption KW - Occupant protection devices KW - Pedestrians KW - Prevention KW - Rear end crashes KW - Restraint systems KW - Rollover crashes KW - Side crashes KW - Structural analysis KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/departments/esv/21st/ UR - https://trid.trb.org/view/1290901 ER - TY - CONF AN - 01483909 AU - Santero, Nicholas J AU - Harvey, John T AU - Kohler, Erwin AU - Farnbach, Bill AU - Federal Highway Administration TI - Life Cycle Cost Analysis of Dowel Bar Retrofit PY - 2009 SP - pp 183-206 AB - This report presents the results of a Life Cycle Cost Analysis (LCCA) project comparing dowel bar retrofit (DBR) with grinding and asphalt overlay. The performance assumptions were based on observed performance in the field and under heavy-vehicle simulator loading. Costs were collected from industry and California Department of Transportation (Caltrans) construction cost records. The analysis assumed the typical Caltrans practice of using nighttime closures to minimize road user delay. The analysis was performed using Caltrans LCCA procedures based on use of the Federal Highway Administration’s (FHWA’s) software RealCost. This study used a 40-year analysis period. Sensitivity analysis was performed considering these variables: (1) Initial remaining life: this takes into account the structural condition of the pavement that is a candidate for DBR. The analysis considered 10, 20, and 30 years of expected fatigue life remaining. (2) Grinding life: this captures scenarios for the interval between grinding in the absence of DBR. The analysis considered 10, 12, 15, 17, and 20 years. (3) User cost variables: these include traffic growth, closure details (time of day/week, number of lanes affected) and traffic distribution (rural versus urban, percentage of trucks). For this analysis, all closures were considered to be on weeknights from 10:00 p.m. to 6:00 a.m. and to affect only one lane of traffic. The chosen annual growth rate was 1.5%. (4) DBR performance: to account for the uncertain maintenance cost of DBR (due to failed backfill material) analyses in this study were run using a failure rate of 0%, 3%, and 6% per year. Results were also produced for the cases of plus/minus 10% from the expected DBR initial cost. (5) Discount rate: a discount rate of 4% for LCCA was used, as typically is done by Caltrans. The comparison was based on a 5-mi (8-km) rural stretch of highway with an initial annual average daily traffic load of 38,500 vehicles, 24% of which were trucks, loosely based on a DBR site on Route 99 in Kern County. The final results of the LCCA are relatively unaffected by the details of the case study. The analysis considers the possibility of additional fatigue life from DBR. Although the Mechanistic-Empirical Pavement Design Guide does not show increased transverse fatigue life from DBR, RadiCal predicts increased longitudinal fatigue life. Longitudinal cracking is common in dry western environments. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Bituminous overlays KW - California KW - Concrete pavements KW - Diamond grinding KW - Dowel bar retrofit KW - Fatigue cracking KW - Life cycle costing KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Sensitivity analysis UR - https://trid.trb.org/view/1252523 ER - TY - CONF AN - 01483908 AU - Rawool, Shubham AU - Stubstad, Richard AU - Federal Highway Administration TI - Effect of Diamond Grinding on Noise Characteristics of Concrete Pavements in California PY - 2009 SP - pp 235-247 AB - The construction of sound walls along highways has been the primary noise mitigation strategy in California and in many other western States. Sound walls cost approximately $1.5 million per mile and are effective only in close proximity to the highway, on the “far” side of the sound wall, so to speak. In its efforts to explore other noise mitigation strategies, the California Department of Transportation (Caltrans) recently conducted a study to determine the effect of diamond grinding on the noise characteristics of existing concrete pavements. Since the noise generated at the tire– pavement interface is the greatest contributor to highway noise, quieter pavement surfaces can reduce overall noise levels for both road users and neighborhoods—whether sound walls are used or not. On-board sound intensity (OBSI) measurements were conducted on six routes in California, for a total of 42 evaluation sections; each evaluation section was 440 ft (136.8 m) long. OBSI measurements before and after diamond grinding were recorded. Following are the overall conclusions that were reached after the pre- and post-grinding OBSI levels were measured: (1) There is a significant and readily audible reduction in OBSI levels (and hence in tire–pavement noise) after grinding. (2) An average 2.7 dBA reduction in OBSI levels was observed for all test sites. (3) Among the six routes, the highest average reduction of 4.4 dBA was observed on I-5 near Richards Boulevard in Sacramento County, and the lowest reduction of 1.2 dBA was observed on State Route 60 (on a single test section) in San Bernardino County. (4) The highest reductions in sound intensity levels on a 1/3-octave band basis occurred in the 1600 Hz band, while the lowest reductions occurred in the 1000 Hz bandwidth. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Before and after studies KW - California KW - Concrete pavements KW - Diamond grinding KW - On Board Sound Intensity KW - Tire/pavement noise UR - https://trid.trb.org/view/1252553 ER - TY - CONF AN - 01483907 AU - Scofield, Larry AU - Federal Highway Administration TI - Development of the Next-Generation, Low-Maintenance Concrete Surface PY - 2009 SP - pp 269-286 AB - In 2005, the Portland Cement Association, through the American Concrete Pavement Association, funded research to improve the noise performance of concrete pavements. The International Grooving and Grinding Association, through its affiliated contractors, supported the research effort through equipment development and test section construction. The research was undertaken by Purdue University’s Herrick Laboratories using their Tire Pavement Test Apparatus (TPTA). The TPTA is capable of testing any pavement texture that can be produced. This allows evaluation of texture designs that are not constrained by current construction capabilities or costs associated with construction and evaluation of field test sections. More importantly, the TPTA allows evaluation of textures without causing traffic control or safety issues. Purdue’s concrete pavement research was targeted on both new construction and pavement rehabilitation. Purdue’s preliminary efforts focused on evaluation of the variables affecting tire–pavement noise generation characteristics of diamond-ground surfaces. This paper reports on the development and findings of that work. The Purdue work evaluated the variables affecting construction of diamond-ground textures and the joint-slab effect associated with transverse joint noise generation. The findings of the Purdue work indicated that the geometric configuration of the blades and spacers used to construct diamond-ground textures was not the controlling factor in noise generation; rather the resulting fin profile was the most important factor. To produce a low-noise, diamond-ground surface required producing uniform and consistent fin profiles. To verify this finding, a new surface was produced that consisted of a uniform fin profile design with essentially only negative texture. This surface texture produced the lowest tire– pavement noise levels in the research. The surface was then constructed in the field using actual diamond-grinding equipment to confirm the laboratory based study. A new surface, now called the Next Generation Concrete Surface (NGCS), was essentially implemented and is being constructed in test sections to evaluate its long-term performance. NGCS is a term used to describe a category of textures that have evolved or will evolve through current research. The term may apply to several textures that evolve for both new construction and rehabilitation of existing surfaces. The desirable characteristics of such textures will be a very smooth profile coupled with good micro texture and excellent macro texture. To date, three field trials have been constructed and one competitively bid construction project. Friction testing and on-board sound intensity levels have been obtained at two of the sites and are reported herein. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Diamond grinding KW - Friction tests KW - Next Generation Concrete Surface Program KW - On Board Sound Intensity KW - Texture KW - Tire/pavement noise UR - https://trid.trb.org/view/1252555 ER - TY - CONF AN - 01483906 AU - Frentress, Daniel P AU - Federal Highway Administration TI - Finding Buried Treasure With Diamond Grinding of a Concrete Pavement After Removal of an Asphalt Overlay PY - 2009 SP - pp 249-268 AB - Many times in the past, an agency has covered a sound concrete pavement with an asphalt overlay to improve the ride which may have been a cost-effective solution, but with the recent increase in asphalt prices, the mill-and-overlay option is becoming too expensive. Current diamond-grinding prices can be half the cost of an asphalt overlay and if the old concrete is still structurally functional, then diamond grinding becomes a cost-effective solution and allows for the recycling of the asphalt millings for future asphalt projects. This paper presents a case study of an actual project under construction that is scheduled to be completed in spring 2009. The area in question is a diamond-grinding project of underlying concrete pavement that took place after the removal of the existing asphalt overlay. The paper describes the selection process that the New Jersey Department of Transportation used to design and undertake this project as well as the construction issues related to completing the work on a night-only (Monday through Saturday) construction schedule. The diamond-grinding contractor asked that the asphalt milling machines not cut into the concrete pavement, which means that some asphalt is being removed by the diamond-grinding equipment while profiling the old concrete pavement to a satisfactory ride. The project is located on Highway 21 on the north side of Newark, New Jersey. Crisdel Group, Inc., of South Plainfield, New Jersey, is the prime contractor and Interstate Improvement, Inc., of Faribault, Minnesota, is the diamond-grinding subcontractor. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Bituminous overlays KW - Case studies KW - Concrete pavements KW - Construction management KW - Construction scheduling KW - Diamond grinding KW - New Jersey Department of Transportation KW - Newark (New Jersey) KW - Rehabilitation (Maintenance) KW - Ride quality UR - https://trid.trb.org/view/1252554 ER - TY - CONF AN - 01483904 AU - Weiss, Charles A AU - Morefield, Sean W AU - Malone, Philip G AU - Koenigstein, Michael L AU - Federal Highway Administration TI - Use of Vitreous-Ceramic Coatings on Reinforcing Steel for Pavements PY - 2009 SP - pp 349-358 AB - An innovative vitreous-ceramic coating for reinforcing steel that incorporates reactive calcium silicates from portland cement in an alkali-resistant glass has been shown both to increase the bond between the concrete to the reinforcing steel and to protect the steel from corrosion. The new enamel coating eliminates the weak layer that is associated with the interface between the steel and surrounding concrete. The vitreous coating is applied to the steel using the same process involved in porcelain enameling. In applying the enamel, the rod is coated with a porcelain slip containing portland cement and heated to approximately 1,562 °F (850 °C) for 5 to 10 minutes to allow the molten glass to fuse to the surface of the iron and the portland-cement component to become bonded to and embedded in the glass. The result is a tough, abrasion-resistant, hermetically-tight coating that develops the adhering properties of a portland-cement paste when contacted by fresh concrete. Bleed water from the fresh concrete that normally produces a weak interfacial transition zone is taken up by the hydration of the surface layer of reactive calcium silicate. After only 7 days of curing, the chemical bond that forms is typically three to four times greater than that observed at the surface of undeformed, bare steel. The bond from the coated steel is as strong as the bonds between cement grains in the curing concrete. The lack of a weak interface results in the bond strength at the surface of the reinforcement increasing and not decreasing as the surrounding concrete cures and shrinks. If microcracks develop in the coating, unreacted cement grains embedded in the glass coating will hydrate, forming calcium silicate hydrate gel, and raise the alkalinity. The self-healing effect in the glassy layer helps to protect the underlying steel. In the construction of concrete pavement, the reactive, vitreous ceramic coating may permit shorter splices. The coating can also help insure that the shrinkage fractures that develop in pavement during curing remain within the desired tolerance limits. Since porcelain enamel does not delaminate, capillary transport under the coating does not occur. Porcelain enamels are considered the most durable and chemically-resistant coatings that can be put on steel. They can provide protection even in aggressive, high-chloride environments such as salt-treated pavement. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Bond strength (Materials) KW - Ceramic coatings KW - Corrosion tests KW - Portland cement KW - Reinforced concrete pavements KW - Reinforcing steel UR - https://trid.trb.org/view/1252560 ER - TY - CONF AN - 01483902 AU - Ramseyer, Chris AU - Perez, Vincent AU - Federal Highway Administration TI - Highway Panel Replacement—CSA Concrete in California PY - 2009 SP - pp 223-232 AB - The last 10 years have seen considerable growth in the use of proprietary and special repair cements for concrete pavements. Many of these products lend themselves to “fast track” construction techniques that allow reopening to traffic within 12 hours or less. These products achieve high early strengths by accelerating the portland cement hydration process for both Type I and Type III cements or through alternative cementitious reactions that include alkali-activated aluminosilicate cements, sulfoaluminate based cements, or magnesium phosphate cements. These products are typically labeled as “cementitious” because their chemical reactions are inorganic, unlike the organic chemical reactions fundamental to epoxies and polymeric concretes. Unfortunately, most of these products are difficult to work with or uneconomical. The perfect material for highway panel replacement would be (1) cost effective, (2) easy to work with, and (3) have very early strength for early opening to traffic. The time required for a concrete mixture to achieve a minimum compressive strength influences the timing of opening a repaired road to service. Zia et al. applied a criterion for a minimum compressive strength of 13.8 MPa (2,000 lbf/in2) in 6 hours for very early strength (VES) high-performance concrete. This paper discusses the use of a VES calcium sulfoaluminate concrete to meet these challenges and its use in the State of California. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Alternatives analysis KW - Calcium sulfoaluminate cements KW - California KW - Compressive strength KW - Costs KW - Panels KW - Pavement maintenance KW - Rehabilitation (Maintenance) KW - Very early strength concrete UR - https://trid.trb.org/view/1252552 ER - TY - CONF AN - 01483901 AU - Lee, Eul-Bum AU - Lim, Seungwook AU - Hartog, Jonathan C AU - Thomas, David K AU - Federal Highway Administration TI - I-15 Ontario Project: Technology Implementation for Accelerated Concrete Pavement Rehabilitation PY - 2009 SP - pp 303-316 AB - As highway agencies across the country attempt to balance rebuilding existing highways, reducing congestion and user delays, and improving safety, the use of accelerated highway rehabilitation methods has become a necessity. This has been the case for the California Department of Transportation (Caltrans), which recently undertook a major concrete pavement rehabilitation project on Interstate-15 near the city of Ontario, California. The I-15 Ontario Corridor carries about 200,000 average daily traffic with 4-6 lanes each direction, about 6% of which is heavy trucks during peak hours. The size of the project is approximately $86 million in the engineer’s estimate cost. Construction is scheduled to start February 2009 and to be completed by April 2010. The major scope of the project is the replacement of concrete pavement on two outside lanes in both directions along the 7.5-km (4.7-mi) stretch. Due to a complexity of construction access and the rehabilitation process, the project was designed to implement various types of concrete pavement rehabilitation methods. Basically, the old concrete pavement will be replaced with one of: (1) normal portland cement concrete (28-day curing-time mix); (2) rapid strength concrete (12-hour curing-time mix); (3) fast-setting hydraulic cement concrete (4-hour curing-time mix); or (4) precast concrete panel. Construction scheduling and analysis program Construction Analysis for Pavement Rehabilitation Strategies (CA4PRS) was used to demonstrate that the combination of rehabilitation methods was the most cost-effective strategy to shorten construction duration, minimize lane closure impact, and achieve longer-life pavement design. To take advantage of unique experimental technologies being adopted on the I-15 Ontario Project, Caltrans plans to conduct field monitoring studies with the Federal Highway Administration (FHWA) and University of California, Berkeley researchers to compare rehabilitation process and progress, and work-zone traffic impact between the design and material types. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - CA4PRS (Computer model) KW - Concrete pavements KW - Cost effectiveness KW - Interstate 15 KW - Ontario (California) KW - Pavement maintenance KW - Portland cement concrete KW - Precast concrete KW - Rehabilitation (Maintenance) KW - Technological innovations UR - https://trid.trb.org/view/1252557 ER - TY - CONF AN - 01483900 AU - Tayabji, Shiraz AU - Buch, Neeraj AU - Kohler, Erwin AU - Federal Highway Administration TI - Precast Concrete Pavement for Intermittent Concrete Pavement Repair Applications PY - 2009 SP - pp 317-334 AB - Precast pavement systems are fabricated or assembled off-site, transported to the project site, and installed on a prepared foundation (existing pavement or re-graded foundation). The system components require minimal field curing time to achieve strength before opening to traffic. These systems are primarily used for rapid repair, rehabilitation, and reconstruction of asphalt and portland cement concrete (PCC) pavements in high-volume-traffic roadways. Recognizing the need for effective, rapid rehabilitation methods, the Federal Highway Administration, through its Concrete Pavement Technology Program, and several United States and Canadian highway agencies have initiated programs to investigate the feasibility of using precast concrete for pavement repair and rehabilitation. Parallel to agencies’ efforts, several organizations in the U.S. also initiated independent development activities to refine precast concrete pavement technologies. These technologies have certain proprietary features and require licensing for product use. The Strategic Highway Research Program 2, as part of its rapid highway renewal focus area, has sponsored a study (begun in early 2008) to advance modular/precast pavement technologies to enable cost-effective rapid repair and rehabilitation of pavements in high-volume traffic areas. This paper provides a summary of current initiatives related to precast pavement technology for intermittent repair of concrete pavements and provides a framework for advancing the technology in future years. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Cost effectiveness KW - Pavement maintenance KW - Precast concrete pavements KW - Rehabilitation (Maintenance) KW - Repairing KW - State of the practice UR - https://trid.trb.org/view/1252558 ER - TY - CONF AN - 01483899 AU - Pierce, Linda M AU - Federal Highway Administration TI - Load Transfer Restoration—A Survey of Current Practice and Experience PY - 2009 SP - pp 207-222 AB - The concept of restoring load transfer in existing concrete pavements through the installation of mechanical devices at transverse joints or cracks began in the United States in the early 1980s. A number of devices have been evaluated for their effectiveness in restoring load transfer and reducing the return of joint faulting. Dowel bar retrofit has been shown to be effective in restoring load transfer and minimizing the return of faulting. This paper focuses on the specifications, construction, and performance aspects of dowel bar retrofit. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Best practices KW - Concrete pavements KW - Dowel bar retrofit KW - Load transfer KW - Pavement joints KW - Pavement performance KW - Rehabilitation (Maintenance) KW - United States UR - https://trid.trb.org/view/1252550 ER - TY - CONF AN - 01483898 AU - Burnham, Thomas AU - Izevbekhai, Bernard AU - Federal Highway Administration TI - Retrofit Dowel Bars in Jointed Concrete Pavement—Long-Term Performance and Best Practices PY - 2009 SP - pp 161-181 AB - As jointed concrete pavements age, they typically experience panel cracking, joint or crack faulting, and surface distress. To maintain user satisfaction and safety, the agency or owner must identify the causes of the distress and consider types of feasible repairs, if any. These repairs range from partial to full-depth concrete repairs for spalled or cracked panels, to load-transfer and ride-quality restoration schemes for faulted cracks and joints. Retrofitting dowel bars into a distressed and faulted concrete pavement has become a proven technique for restoring or improving the capacity of jointed concrete pavements. The backfill materials and installation techniques used in retrofitting dowel bars must, however, be carefully designed. Numerous field and laboratory trials have been carried out in Minnesota in the recent past, allowing engineers and contractors to refine the installation techniques and materials necessary to produce long-lasting and effective projects. This paper provides a history of the development of best practices for retrofitting dowel bars into jointed concrete pavements located in the extreme climate of Minnesota. The performance of field test sections, up to 13 years old, are discussed in relation to dowel bar location, long-term load-transfer capability, and durability of backfill materials. Implemented design changes based on results from accelerated loading laboratory studies are discussed. An effective installation method and materials testing process, required of contractors before constructing retrofit projects in Minnesota, is described. Retrofit dowel bar installation, in conjunction with restoration of the surface through diamond grinding, has been proven to significantly extend the capacity and serviceable life of many concrete pavements in Minnesota. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Best practices KW - Concrete pavements KW - Dowel bar retrofit KW - Durability KW - Field tests KW - Load transfer KW - Minnesota KW - Pavement joints KW - Rehabilitation (Maintenance) KW - Repairing UR - https://trid.trb.org/view/1252522 ER - TY - CONF AN - 01483897 AU - Kohler, Erwin AU - Motumah, Linus AU - Rymer, Bruce AU - Harvey, John AU - Federal Highway Administration TI - Tire–Pavement Noise Results From California PCCP and HMA Pavements PY - 2009 SP - pp 287-299 AB - Traffic noise generated by tire–pavement interaction is a matter of major concern for the California Department of Transportation (Caltrans). Research is underway in California and other States to evaluate tire–pavement noise characteristics of both concrete and asphalt pavements using the on-board sound intensity (OBSI) method, which allows for detailed characterization of noise levels at the source. In California, both concrete and asphalt pavement research studies are being conducted by the University of California Pavement Research Center (UCPRC) in collaboration with and funding from Caltrans. The concrete pavements and bridge decks study involves a total of 144 sections in different regions throughout the State. The surface textures evaluated in the study are longitudinal tining, diamond grinding, diamond grooving, and burlap drag. Preliminary results indicate that diamond-ground surfaces can be the quietest of the concrete pavement surface textures. With only part of the test sections analyzed, OBSI levels from California concrete pavements range between 101.2 and 107.3 dB(A). The asphalt pavement research evaluates tire–pavement noise characteristics and performance properties of about 70 sections from throughout the State. This study considers acoustic and structural performance of four main asphalt surface types: open-graded asphalt concrete (OGAC), rubberized open-graded asphalt concrete (RAC-O), rubberized gap-graded asphalt concrete (RAC-G) and dense-graded asphalt concrete (DGAC). OBSI measurements indicate that average noise levels increased by 1.3 dB(A) from 100.8 dB(A) to 102.1 dB(A) over the 2-year period. Overall, a noise level of around 100.0 dB(A) measured at 60 mi/h (96 km/h) using the OBSI method appears to be a reasonable goal for both concrete and asphalt quieter pavements, based on the UCPRC data and other studies. Further analysis on the data being collected will answer questions about acoustic durability of different types of concrete and asphalt pavements. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Acoustic properties KW - Asphalt concrete pavements KW - Asphalt rubber KW - Bridge decks KW - California KW - Hot mix asphalt KW - On Board Sound Intensity KW - Portland cement concrete KW - Texture KW - Tire/pavement noise UR - https://trid.trb.org/view/1252556 ER - TY - CONF AN - 01483896 AU - Hossain, Shabbir AU - Ozyildirim, Celik AU - Federal Highway Administration TI - Evaluation of Concrete Pavement Repair Using Precast Technology in Virginia PY - 2009 SP - pp 335-348 AB - The Virginia Transportation Research Council has recently evaluated the use of precast concrete patches for repairing jointed concrete pavement in Virginia. Six patches were placed: three had dowels cast into them during fabrication, and three had dowels inserted in place (dowel bar retrofit). Fabrication and placement were documented. The load transfer efficiency at the joints and the ride quality were determined approximately 2 weeks after construction. After 1.5 years, the general condition of the patches was determined by a visual survey for cracks and spalls. In general, there were no distresses on the replaced slabs except for a few hairline cracks; however, there were failures in the joint area, mainly because of dowels, that were attributed to poor construction practices. The Virginia Department of Transportation has planned another demonstration project in cooperation with the Federal Highway Administration’s Highways for LIFE program for precast prestressed concrete pavement rehabilitation. This new project will include precast, precast prestressed, and cast-in-place slabs. This paper summarizes the past work, the difficulties experienced, and the improvements that will be incorporated in the new project. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Dowel bar retrofit KW - Load transfer KW - Patching KW - Pavement distress KW - Pavement joints KW - Pavement maintenance KW - Precast concrete KW - Ride quality KW - Virginia UR - https://trid.trb.org/view/1252559 ER - TY - CONF AN - 01483837 AU - Grove, Jim AU - Cable, Jim AU - Taylor, Peter AU - Federal Highway Administration TI - Concrete Pavement Patching—Simpler Can Be Better PY - 2009 SP - pp 31-40 AB - Repair of concrete pavements includes both partial- and full-depth patching of distressed areas of the slab. Full-depth patching is a small subset of concrete paving and has a number of unique features. This is the focus of this paper. Unfortunately, many agencies approach patch design and construction from the mindset of conventional concrete paving, resulting in a number of unique properties of a patch repair being overlooked. Too often, patches do not perform well, and often the cause of failure can be traced back to procedures that are not appropriate for the patching operation. In this paper, several of those paving paradigms are discussed with reasons why they may be working against the long-term durability of the patch. Also, those aspects that are unique to patching are discussed and despite the best of intentions, may be the reason why patches are not performing as intended. This is a practical, application paper based on over 50 years of combined experience by the authors in the area of concrete pavement construction. Research is cited to support the ideas presented. The goals of the recommendations are to provide a highway agency with a method for patching concrete pavement that reduces the time required, allows lower opening strength, reduces cost, and results in a patch with a long life. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Design KW - Patching KW - Pavement maintenance KW - Pavement performance KW - Repairing UR - https://trid.trb.org/view/1252540 ER - TY - CONF AN - 01483835 AU - Jung, Youn Su AU - Zollinger, Dan G AU - Freeman, Thomas J AU - Federal Highway Administration TI - Evaluation and Decision Strategies for the Routine Maintenance of Concrete Pavement PY - 2009 SP - pp 117-132 AB - This paper is to provide assistance for the pavement evaluation and selection of method of repair for routine maintenance relative to the extension of service life. The visual identification of various distress types is discussed, and evaluation techniques using nondestructive testing are introduced that are key to determining proper routine maintenance activities. According to the areas selected from the simplified checklist of visual distress types, ground penetration radar for detecting voids below the slab and the presence of trapped water, falling weight deflectometer for structural condition evaluation, and dynamic cone penetrometer for estimating the in situ strength of base and subgrade soils are used to provide current information on pavement condition for selection of needed repair methods using a simple, systematic decision process. During field investigations, poorly performing areas were identified and possible fixes determined as a means of guideline development. Key routine maintenance activities are categorized in five levels; performance monitoring, preservative, functional concrete pavement repair (CPR), structural CPR, and remove and replace. Each level of maintenance is arranged for the use of repair treatments in a consistent, logical framework to ensure their effective and timely use and employment. Since the decision process is focused on monitoring the early stages of deterioration, it should result in more cost effective maintenance programs. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Decision making KW - Maintenance practices KW - Nondestructive tests KW - Pavement distress KW - Pavement maintenance KW - Repairing UR - https://trid.trb.org/view/1252561 ER - TY - CONF AN - 01483834 AU - Darter, Michael I AU - Mallela, Jag AU - Titus-Glover, Leslie AU - Federal Highway Administration TI - Impact of Existing Pavement on Jointed Plain Concrete Overlay Design and Performance PY - 2009 SP - pp 15-30 AB - Concrete overlays are increasingly being constructed over deteriorated existing asphalt and concrete pavements. Designers struggle to consider the extent of deterioration of the existing pavement in the design of the concrete overlay. This paper addresses the impact of the level of condition of the existing pavement on the performance of the concrete overlay. Use is made of the new AASHTO Interim Mechanistic-Empirical Pavement Design Guide to simulate two case studies over a range of conditions and designs. Significant findings were obtained to help guide designers to better consider the condition of the existing pavement in their design. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete overlays KW - Condition surveys KW - Jointed plain concrete pavements KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Pavement performance UR - https://trid.trb.org/view/1252539 ER - TY - CONF AN - 01483833 AU - White, Craig AU - Hein, David K AU - Federal Highway Administration TI - Optimization of Concrete Maintenance to Extend Pavement Service Life PY - 2009 SP - pp 101-115 AB - The Highway 407 ETR concession in Ontario, Canada, is responsible for the management of a large highway network for a period of 99 years. As a part of that concession, 407 ETR manages over 600 lane-km (373 lane-mi) of exposed concrete highway. 407 ETR has a very active pavement maintenance and preservation program to maximize the life of the pavement. Also, as a private-sector concession, 407 ETR has the ability to act very quickly and actively partner with industry to promote innovation and to avoid the pitfalls of low-bid procurement. 407 ETR has an active pavement management and maintenance management system that is used for future needs planning but, more importantly, is also used to identify maintenance and rehabilitation needs early in their development so that they can be addressed using a less expensive preventive maintenance program. It is in the best interest of the concession to maximize the life of the pavement, to provide a high-quality riding surface for the paying public, and to avoid disruptions to traffic flow and revenue. To accomplish this, 407 ETR has employed many maintenance techniques including slab stitching, dowel bar retrofit, joint retrofit, diamond grinding, shot blasting, longitudinal grooving, underslab sealing and lifting, targeted slab replacement, microsurfacing, and other proprietary thin asphalt surfacings. This paper reviews each of the concrete pavement maintenance and repair techniques used by 407 ETR over the past 10 years, discusses their performance, provides guidance on “what to do and what not to do” aspects of their use, and compares their life-cycle benefits. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Maintenance management KW - Maintenance practices KW - Ontario (Province) KW - Optimization KW - Pavement maintenance KW - Pavement management systems KW - Preservation KW - Rehabilitation (Maintenance) KW - Repairing KW - Service life UR - https://trid.trb.org/view/1252549 ER - TY - CONF AN - 01483831 AU - Chen, Dar-Hao AU - Won, Moon AU - Scullion, Tom AU - Bilyeu, John AU - Federal Highway Administration TI - Minimizing Reflective Cracking With Applications of the Rolling Dynamic Deflectometer and Overlay Tester PY - 2009 SP - pp 3-13 AB - Since reflective cracking is related to both the existing pavement condition and the properties of the overlay material, quantitative methods are required to assess both the vertical movements of the cracks (or joints) for the entire project and the reflection cracking resistance of the overlay material. Since 2000, the rolling dynamic deflectometer (RDD) has been used in Texas to provide 100 percent coverage of existing joint conditions of concrete pavements being considered for asphalt overlays. The RDD assesses the vertical movements of each joint and identifies the weak support areas and locations where the slabs are rocking. The continuous deflection profiles produced are used to locate areas with high potential for reflective cracking due to poor load transfer and high slab movements. The overlay tester (OT) has been developed as a mix design tool to characterize the ability of an asphalt mix to resist reflective cracking. OT results have not yet been integrated with RDD results to predict the exact extent of reflective cracking that will occur. However, OT results are still good for ranking various mixtures in terms of crack performance, and some guidelines based on OT and RDD results have been developed. This paper presents a series of case studies illustrating the relationship between the RDD deflection profiles, the OT results of the asphalt mixes, and the resulting field performance. On IH-20 experimental sections in northeast Texas, the RDD identified many locations that have high potential for reflective cracking. The mix used on this project was found to have poor crack resistance and failed the overlay test quickly (2 cycles). Major reflection cracking problems were encountered on this project. At another project, SH-12 in the Beaumont District, no visible cracks have been observed after 2 years of service, despite significant movement detected by RDD. The main reason for the good performance on SH-12 is believed to be due to the thick and flexible overlay mix (the mix lasted more than 900 cycles in the OT). On a section of US-96 in the Beaumont District, the RDD determined that the pavement had good load transfer efficiency across the cracks, and consequently was at low risk of reflection cracking, even though the surface condition was poor, with severe transverse cracks and spalling. A stone matrix asphalt mix with OT life exceeding 700 cycles was placed 5 years ago, and performance to date has been excellent. Based on these case studies, TxDOT has developed criteria for interpreting the RDD deflection data and for defining the required properties of asphalt overlays to provide good performance. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Bituminous overlays KW - Deflection KW - Deflectometers KW - Mix design KW - Overlay tester KW - Pavement joints KW - Pavement performance KW - Reflection cracking KW - Rolling dynamic deflectometers KW - Texas UR - https://trid.trb.org/view/1252538 ER - TY - CONF AN - 01483828 AU - Tayabji, Shiraz AU - Gisi, Andrew AU - Blomberg, Jason AU - DeGraaf, Dan AU - Federal Highway Administration TI - New Applications for Thin Concrete Overlays: Three Case Studies PY - 2009 SP - pp 87-99 AB - The need for optimizing preservation and rehabilitation strategies used to maintain the Nation’s highway pavements has never been greater. Concrete overlays have a long history of use to preserve and rehabilitate concrete and asphalt pavements, and many of the practices are well established. However, of recent origin are techniques that use thinner concrete overlays with shorter joint spacing. Field experience over more than 15 years with the thinner concrete overlays under a range of traffic and site conditions has demonstrated their viability as a cost-effective solution to extend the service life of deteriorated asphalt and concrete pavements. Concrete overlays can be designed for a range of traffic loadings to provide long performance lives, 15 to 40+ years, and to meet specific needs. Well-designed and well-constructed concrete overlays require low maintenance and can have low life-cycle costs. Thin concrete overlay applications include bonded and unbonded overlays over existing asphalt, concrete, and composite pavements. This paper provides a review of thin concrete overlays applied as bonded or unbonded overlays. In addition, three recent case studies are presented that illustrate the wide range of applications of thin concrete overlays. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Asphalt pavements KW - Concrete overlays KW - Concrete pavements KW - Cost effectiveness KW - Pavement maintenance KW - Preservation KW - Rehabilitation (Maintenance) KW - Service life KW - Thin overlays UR - https://trid.trb.org/view/1252547 ER - TY - CONF AN - 01483827 AU - Pierce, Linda M AU - Uhlmeyer, Jeff S AU - Weston, Jim AU - Anderson, Keith W AU - Federal Highway Administration TI - Forensic Evaluation of Cracking in Panels Adjacent to Panel Replacements on Interstate 5 in Washington State PY - 2009 SP - pp 41-51 AB - In 2003 the Washington State Department of Transportation (WSDOT) conducted pavement rehabilitation (dowel bar retrofit, diamond grinding and panel replacements) on a 42-year-old plain jointed concrete pavement that was 9 in. (230 mm) thick. Within 5 months of construction, maintenance forces had placed temporary patches at six locations along the project length; by spring of 2005 the number of distressed locations had increased to 35 and by June 2006, construction estimates to replace the deficient panels ranged from $3.5 to $ 7.6 million. This paper summarizes the forensic investigation that ensued due to the rapid failure of the concrete pavement on this project. Though there appears to be no single cause of the rapid increase in panel cracking, the investigation identified a number of possible contributors that include: panel demolition/excavation methods, dowel bar drilling operations, construction equipment operating on panels supported by weak base or subgrade materials and dowel bar misalignment. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Cracking of concrete pavements KW - Evaluation KW - Jointed plain concrete pavements KW - Pavement distress KW - Pavement maintenance KW - Pavement performance KW - Washington (State) UR - https://trid.trb.org/view/1252542 ER - TY - CONF AN - 01483825 AU - Shatnawi, Shakir AU - Stroup-Gardiner, Mary AU - Stubstad, Richard AU - Federal Highway Administration TI - California’s Perspective on Concrete Pavement Preservation PY - 2009 SP - pp 71-86 AB - The California Department of Transportation (Caltrans) has established a strong pavement preservation program to preserve existing pavements and delay rehabilitation. To implement this effort, Caltrans developed a 5-year pavement preservation plan with dedicated funding and established the Pavement Preservation Task Group (PPTG) consisting of over 22 subgroups, several of which apply to concrete pavement preservation specifically. The PPTG works as an advisory body to the California Pavement Preservation (CP2) Center located at the California State University in Chico. This paper describes the major pavement preservation activities underway on pavement preservation of concrete pavements in California. In particular, it covers the following activities: 1. The development of the Maintenance Technical Advisory Guide (MTAG – 1) for Rigid Pavement Preservation. 2. The performance of diamond-grinding projects and the benefits of diamond grinding in life extension, ride quality improvement, and noise reduction. 3. The performance of dowel bar retrofits and the lessons learned from several projects. 4. The performance of full-depth slab repair, particularly with regard to the use of rapid strength concrete (RSC). Caltrans plans for implementing pavement preservation on a more widespread basis within the State are also discussed, for both pavements in general and rigid pavements in particular. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - California KW - Concrete pavements KW - Diamond grinding KW - Dowel bar retrofit KW - Pavement maintenance KW - Preservation KW - Repairing KW - Rigid pavements KW - Slabs UR - https://trid.trb.org/view/1252544 ER - TY - CONF AN - 01483824 AU - Bhattacharya, Biplab B AU - Zola, Michael P AU - Rao, Shreenath AU - Smith, Karl AU - Hannenian, Craig AU - Federal Highway Administration TI - Performance of Edge Drains in Concrete Pavements in California PY - 2009 SP - pp 145-158 AB - The California Department of Transportation (Caltrans) recently completed a study to evaluate the performance of edge drain systems placed along portland cement concrete (PCC) pavements. To date, a variety of edge drain designs, backfill materials, and placement methods have been used and have resulted in varying degrees of success when measured against overall pavement performance. This study investigated several different types of edge drain systems that have been used by Caltrans. Their performance was evaluated, and it was observed that more than 70 percent of the surveyed edge drains were not performing efficiently or as designed. This poor overall result can be attributed to design flaws, improper construction practices, and lack of maintenance. Generally, the performance of originally constructed edge drains was better than retrofit projects, since originally constructed edge drains are generally equipped with larger diameter drain pipes, deeper trenches, and treated permeable bases. Edge drain trenches in retrofit projects are generally not deep enough to effectively collect all infiltrated water from the PCC and base layers. The geotextile filter fabric materials found in excavated projects are not soil-specific, which can cause clogging and eventually reduce the ability of these edge drains to allow free flow of water. Improper construction practices, such as high percentages of cement in cement-treated permeable base backfill material and improper placement of geo-fabric material were observed in a few of the surveyed edge drain projects. Among surveyed projects, more than 50 percent of the edge drain outlet pipes were either buried or clogged, which can be attributed to lack of maintenance. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - California KW - Concrete pavements KW - Edge drains KW - Pavement maintenance KW - Pavement performance KW - Portland cement concrete UR - https://trid.trb.org/view/1252564 ER - TY - CONF AN - 01483823 AU - Donahue, John P AU - Federal Highway Administration TI - Restoration of New PCC Pavement With Uncontrolled Cracking in Missouri PY - 2009 SP - pp 55-70 AB - A new, properly designed jointed plain concrete pavement (JPCP) is intended to provide longlasting performance with minimal maintenance and infrequent, if any, rehabilitation. The time required for quality control over construction techniques, mix materials, and environmental conditions inhabits a minute portion of the pavement’s potential design life, yet renders so much influence over the probability of achieving that design life. Since every aspect of quality control cannot realistically be fully attained during construction, State specifications usually contain a safety net allowing the project engineer to reject the finished product if any defects become visually apparent. One such defect that randomly occurs is uncontrolled cracking. Cracking has its root in various causes, including but not limited to late sawing, insufficient sawing depth, thermal shock, and high water-to-cementitious materials (w/c) ratios. Whatever the causes are, the result is the same, a panel with an indeterminate reduction in service life because it is no longer a monolith. Typical State specification language universally proclaims, “Remove and replace.” Although the specifications often allow some room for alternative mitigation, the project engineer representing the State agency, not necessarily trained in the nuances of judging relatively harmless versus crippling concrete fractures, generally errs on the side of conservatism and requires the full-depth repair. Unfortunately, the replacement panel, besides being a costly fix, can never duplicate the aggregate interlock properties of the original slab. For the past decade or so the American Concrete Pavement Association (ACPA) and the Federal Highway Administration (FHWA) have placed greater emphasis on using alternative and less severe repair options for cracked panels such as cross-stitching, dowel bar retrofit, undersealing, and partial-depth repair. The Missouri Department of Transportation (MoDOT) has made a concerted effort in the past 5 years to employ these strategies. This paper presents the details of four new JPCP projects that had uncontrolled cracks form soon after construction, and the procedures taken to evaluate and correct the deficiencies. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - Cracking of concrete pavements KW - Jointed plain concrete pavements KW - Missouri KW - Portland cement concrete KW - Rehabilitation (Maintenance) KW - Repairing UR - https://trid.trb.org/view/1252543 ER - TY - CONF AN - 01483822 AU - Peshkin, David AU - Wolters, Angie AU - Alvarado, Cesar AU - Moulthrop, Jim AU - Federal Highway Administration TI - Pavement Preservation for High Traffic Volume PCC Roadways: Phase I Findings From SHRP 2 Project R26 PY - 2009 SP - pp 133-143 AB - The practice of pavement preservation in general, and preventive maintenance in particular, is a growing trend among transportation agencies around the United States. However, the practice of preservation on high traffic volume roadways is not as well documented as it is on lower volume roadways. Nonetheless, the preservation of high traffic volume roadways is as important as the preservation of lower traffic volume roadways. Under the direction of SHRP 2, Project R26, Preservation Approaches for High Traffic Volume Roadways, was initiated to assess the state of the practice and to provide guidance on pavement preservation for high traffic volume roadways. The ultimate outcome of this study is the development of guidelines that lead to higher volume roadways being maintained in serviceable condition for longer periods of time before rehabilitation is needed, at a lower cost, in a safer manner, and with less disruption to the traveling public. A secondary objective of this study is to identify promising pavement preservation strategies for application on high traffic volume roadways that might not commonly be used, and to make recommendations for further research opportunities. As part of the first phase of this study, a 24-question survey of practice was distributed to all state highway agencies and Canadian provinces, as well as selected large cities and several agencies in other countries. Ultimately, 57 responses were received. While survey questions addressed both hot-mix asphalt and portland cement concrete (PCC) pavements, this paper focuses on the responses related to pavement preservation on PCC pavements. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete pavements KW - High volume roads KW - Pavement maintenance KW - Portland cement concrete KW - Preservation KW - Strategic Highway Research Program 2 KW - Traffic volume UR - https://trid.trb.org/view/1252563 ER - TY - CONF AN - 01483690 AU - Federal Highway Administration TI - Proceedings. National Conference on Preservation, Repair, and Rehabilitation of Concrete Pavements, St. Louis, Missouri, April 21-24, 2009 PY - 2009 SP - 366p AB - This conference was organized as a part of technology transfer activities conducted under the U.S. Concrete Pavement Technology Program, which operates within the Federal Highway Administration. The conference objective was to provide a national forum to address the technology needs related to the preservation, repair and rehabilitation of concrete pavements. Papers are organized into 5 Parts: Part 1—Pavement Condition Evaluation, Impact, and Durability; Part 2—Concrete Pavement Preservation, Repair, and Rehabilitation; Part 3—Concrete Pavement Repair Techniques and Experiences; Part 4—Concrete Pavement Surface Texture; Part 5—Emerging Pavement Repair and Rehabilitation Technologies. U1 - National Conference on Preservation, Repair, and Rehabilitation of Concrete PavementsFederal Highway AdministrationTransportation Research BoardAmerican Association of State Highway and Transportation Officials (AASHTO)American Concrete Pavement AssociationCement Association of CanadaInternational Grooving and Grinding AssociationInternational Society for Concrete PavementsMissouri Department of TransportationNational Concrete Pavement Technology CenterPortland Cement AssociationSt. Louis,Missouri,United States StartDate:20090421 EndDate:20090424 Sponsors:Federal Highway Administration, Transportation Research Board, American Association of State Highway and Transportation Officials (AASHTO), American Concrete Pavement Association, Cement Association of Canada, International Grooving and Grinding Association, International Society for Concrete Pavements, Missouri Department of Transportation, National Concrete Pavement Technology Center, Portland Cement Association KW - Concrete Pavement Technology Program KW - Concrete pavements KW - Conferences KW - Durability KW - Evaluation KW - Innovation KW - Maintenance KW - Preservation KW - Rehabilitation (Maintenance) KW - Repairing KW - State of the art KW - Technology assessment KW - Technology transfer KW - Texture UR - http://sjnavarro.files.wordpress.com/2008/08/concrete-prr-scr.pdf UR - https://trid.trb.org/view/1252444 ER - TY - ABST AN - 01462338 TI - University Transportation Center (UTC) Symposium and Workshop AB - This research project will coordinate with University Transportation Centers on development of strategic research themes as part of the FHWA Exploratory Advanced Research projects and scanning and convening activities. Conduct separate workshops on the following themes: human factors and visibility; advanced sensing and future telecommunication in ITS; mechanics between the vehicle and the road; and technical feasibility, economic impact, and societal effect of the integrated safety system concept. KW - Coordination KW - Feasibility analysis KW - Intelligent transportation systems KW - Research projects KW - Traffic signal control systems KW - Workshops UR - https://trid.trb.org/view/1230559 ER - TY - ABST AN - 01462337 TI - Production Digital Highway Measurement (DHM) System Development AB - The objective of this research project is to develop software, specifications, and an operational manual for the production of the DHM System, and transfer DHM System technologies or capabilities indirectly, through demonstrations, or directly through licensing, to the commercial data scanning community and to researchers, to advance the state of the art in creating road data inventories for asset management, and to support future highway safety research. KW - Asset management KW - Data quality KW - Highway safety KW - Research projects KW - Software KW - Synchronization KW - Traffic signal control systems UR - https://trid.trb.org/view/1230558 ER - TY - ABST AN - 01462334 TI - Performance Data for Ultrahigh Performance Concrete (UHPC) Bridge Elements AB - This research project will conduct a series of experiments characterizing the benefits of UHPC in bridge applications. These experiments will be performed using standardized materials performance and durability tests as well as full-scale, instrumented load tests in the main structures lab. Performance data will lead to technical reports, and eventually input directly into American Association of State Highway and Transportation Officials guideline documents. KW - Bridge construction KW - Bridge design KW - Bridge members KW - Durability KW - High performance concrete KW - Research projects KW - Ultra high performance concrete UR - https://trid.trb.org/view/1230555 ER - TY - ABST AN - 01462333 TI - Design for Corrosion Protection AB - This research project will make efforts to greatly enhance the durability of bridges by optimizing the guidance on use of corrosion protection systems KW - Bridge design KW - Bridges KW - Corrosion KW - Corrosion protection KW - Durability KW - Research projects UR - https://trid.trb.org/view/1230554 ER - TY - ABST AN - 01462332 TI - Integrated Steel Bridge Abutment System Using Geosynthetic Reinforced Soil (GRS) Technology AB - This project will research and develop a steel bridge superstructure type that can be integrated into GRS abutments to make a joint free bridge. A concept structure will be built in Ohio to evaluate performance of the system. KW - Bridge abutments KW - Bridge superstructures KW - Geosynthetics KW - Ohio KW - Reinforced soils KW - Research projects KW - Steel bridges UR - https://trid.trb.org/view/1230553 ER - TY - ABST AN - 01462331 TI - Fire Damage Assessment of Bridge Structures AB - This research project will perform a synthesis to collect available information relating to bridge performance when subjected to fire. Results will lead to development of a manual for condition evaluation and guidelines for enhancing fire resistance. KW - Bridges KW - Damage (Bridges) KW - Fire KW - Fire damage KW - Fire resistance KW - Guidelines KW - Research projects UR - https://trid.trb.org/view/1230552 ER - TY - ABST AN - 01462329 TI - Fatigue of Galvanized Sign Pole Structures AB - This research project is an experimental study to evaluate the effect galvanizing has on fatigue life. There are numerous reported failures of this type of structure nationally. KW - Failure KW - Galvanized metals KW - Poles (Supports) KW - Research projects KW - Sign supports UR - https://trid.trb.org/view/1230550 ER - TY - ABST AN - 01462327 TI - Lightweight Concrete Code Provisions AB - This research project will conduct an extensive laboratory study to develop code provisions for using lightweight concrete in bridge structures. It is not known if existing code equations are applicable for this new class of material. KW - Bridge design KW - Bridge substructures KW - Building codes KW - Laboratory tests KW - Lightweight concrete KW - Research projects UR - https://trid.trb.org/view/1230548 ER - TY - ABST AN - 01462075 TI - Accelerated Determination of ASR Susceptibility During Concrete Prism Testing Through Nonlinear Resonance Ultrasonic Spectroscopy AB - The objective of this study is to develop altogether new laboratory accelerated test method in lieu of ASTM C1293 method which takes one/two years to evaluate the susceptibility of aggregate for alkali silica reactions (ASR). Non-linear resonate spectroscopy will be evaluated against ASTM C1293 and ASTM C1260 test methods to check the accuracy of the developed technique. KW - Accelerated tests KW - Alkali silica reactions KW - Concrete prism tests KW - Durability KW - Infrastructure KW - Laboratory tests KW - Research projects KW - Resonance KW - Spectroscopy UR - https://trid.trb.org/view/1230295 ER - TY - RPRT AN - 01456755 AU - McCullouch, Bob AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Innovative Contracting Manual PY - 2009 SP - 22p AB - This manual summarizes seven innovative contract approaches for highway projects. The seven approaches are: design-build; warranties; A + B contracting; A+B bidding + incentive/ disincentive; hyperfix approach; warranties; and work day with no excuse completion date contracts. For each approach, the manual includes a description, lists advantages and disadvantages, and provides project type recommendations. In determining the application of the contracting methods in this manual, the project manager determines if the project meets the criteria for the listed contracting methods. When a project clears scoping and planning, the district project manager (DPM) will evaluate it for possible innovative contracting methods. If a project is deemed to be a match with an innovative contracting option it is submitted to District Construction for review and approval. District Construction reviews and takes action either to approve, reject or request additional information on the candidate project. For projects above the authority level of District Construction, the request is forwarded to the central office project management office for review and approval. The DPM works with the designer to ensure that the contracting method selected is incorporated into the contract documents for letting. KW - Competitive bidding KW - Construction projects KW - Contract administration KW - Design build KW - Incentives KW - Indiana KW - Innovation KW - Road construction KW - Warranty UR - http://dx.doi.org/10.5703/1288284314272 UR - https://trid.trb.org/view/1218738 ER - TY - RPRT AN - 01450874 AU - Makki, Kami AU - Salari, Ezzatollah AU - Chou, Eddie Yein Juin AU - Lin, En-Bing AU - University of Toledo AU - Michigan Ohio University Transportation Center AU - Research and Innovative Technology Administration TI - A Novel Image Database Analysis System for Maintenance of Transportation Facility PY - 2009///Final Report SP - 14p AB - This report looks at imaging technologies used to enhance the management of pavements. The main parameters of interest for pavement management are pattern classification and measurement of various parameters of crack features. The first section explains the imaging technologies used for processing images. The second section explains the algorithm and the third section shows the simulation result and progress in achieving goals set in this project. KW - Algorithms KW - Defects KW - Digital images KW - Flaw detection KW - Image analysis KW - Image processing KW - Imaging systems KW - Pavement cracking KW - Pavement distress KW - Pavement maintenance KW - Pavements UR - http://mioh-utc.udmercy.edu/research/ts-18-p1/pdf/MIOH_UTC_TS18p1_2009-Final_Rpt_A_Novel_Image_Database_Analysis_etc.pdf UR - https://trid.trb.org/view/1218118 ER - TY - RPRT AN - 01353551 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Applications of 3D Visualization: Peer Exchange Summary Report, Raleigh, North Carolina, July 8–9, 2009 PY - 2009///Summary Report SP - 18p AB - On July 8–9, 2009, the Federal Highway Administration’s (FHWA) Office of Interstate and Border Planning sponsored a 1.5-day peer exchange to promote the sharing of information on the use of 3D visualization techniques at transportation agencies. North Carolina Department of Transportation (NCDOT) hosted the peer exchange. Participants included staff from the Baltimore Metropolitan Council, FHWA, California Department of Transportation (Caltrans), Minnesota Department of Transportation (Mn/DOT), New York State DOT, Volusia County Metropolitan Planning Organization (MPO), the U.S. DOT Volpe National Transportation Systems Center, and Washington State DOT (WSDOT). The purpose of the peer exchange, which focused on select transportation agencies’ 3D visualization activities, was to allow participants with noteworthy visualization capabilities, products, and organizational arrangements the opportunity to share their knowledge, experiences, and lessons learned. Challenges faced in creating visualizations and advancing the state of the practice at their respective agencies were also described. This report summarizes the peer exchange’s presentations, demonstrations and discussions. Comments, questions, and answers from each participant’s presentation session follow the report’s presentation overviews. It is expected that this document will be a resource for other transportation agencies seeking to learn more about their peers’ 3D visualization activities and practices. KW - Highway design KW - Metropolitan planning organizations KW - Peer exchange KW - State departments of transportation KW - State of the practice KW - Three dimensional displays KW - Visualization UR - http://www.gis.fhwa.dot.gov/documents/PeerEx_report_3D.pdf UR - https://trid.trb.org/view/1118334 ER - TY - RPRT AN - 01353550 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Geographic Information Systems Applications for Bicycle and Pedestrian Decision-Making: Peer Exchange Summary Report, Miami, Florida, May 11‐12, 2009 PY - 2009///Summary Report SP - 29p AB - On May 11–12, 2009, during National Bike Month and National Bike to Work Week, the Federal Highway Administration (FHWA) Office of Interstate and Border Planning sponsored a 1.5-day peer exchange to promote the advancement of bicycling and walking as healthy, efficient, and safe transportation modes. The purpose of the peer exchange, which focused on select transportation agencies’ applications of geographic information systems (GIS) to accomplish various bicycle and pedestrian objectives, was to allow participants with notable GIS applications for bicycle and pedestrian planning the opportunity to share knowledge and experiences. Lessons learned and challenges faced in using GIS for bicycle and pedestrian considerations were also discussed. This report provides a summary of the presentations made and discussions held at the peer exchange. It should serve as a resource for State Departments of Transportation (DOTs) and transportation agencies looking to learn more about the implementation of GIS for bicycle and pedestrian planning. The report concludes with a section on the lessons participants stated as having learned and recommendations they made for moving forward. The City of Miami hosted the peer exchange at the offices of the Miami-Dade County Metropolitan Planning Organization (MPO). Participants included staff from FHWA, the Broward MPO, the Martin MPO, the Michigan DOT, the New Jersey DOT, the City of Seattle DOT, the Two Rivers-Ottauquechee Regional Commission (TRORC), and the U.S. Department of Transportation (USDOT), Research and Innovative Technology Administration/Volpe National Transportation Systems Center (Volpe Center). Other observers included staff from the City of Miami Mayor’s Office, the City of Miami Public Works Department, and the Street Plans Collaborative. KW - Bicycle facilities KW - Bicycling KW - Geographic information systems KW - Lessons learned KW - Metropolitan planning organizations KW - Pedestrians KW - Peer exchange KW - Planning and design KW - State departments of transportation KW - Walking UR - http://www.gis.fhwa.dot.gov/documents/GIS_BikePed_Peer_rpt.pdf UR - https://trid.trb.org/view/1118339 ER - TY - RPRT AN - 01353549 AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Highway Administration TI - GIS Applications in Eco-Logical Grant Projects: Peer Exchange Summary Report, Austin, TX, July 22-23, 2009 PY - 2009///Summary Report SP - v.p. AB - On August 22-23, 2009, the Federal Highway Administration (FHWA) Office of Interstate and Border Planning and Office of Project Development and Environmental Review sponsored a 1.5-day peer exchange to convene recipients of "Eco-Logical" grants whose funded projects related to geographic information systems (GIS). The Capital Area Council of Governments (CAPCOG) in Austin, Texas hosted the peer exchange, and participants included staff from the U.S. Environmental Protection Agency (EPA) Region 6, Envision Central Texas, FHWA, Houston-Galveston Area Council, Mid-America Regional Council, New Hampshire Audubon Society, North Central Texas Council of Governments (NCTCOG), Oregon State University, Tri-County Regional Planning Commission, the Trust for Public Land, the U.S. DOT Volpe National Transportation Systems Center, and The Wetlands Conservancy. The purpose of the peer exchange was to allow grant recipients the opportunity to share information on and learn about the various GIS activities implemented with support from FWHA's first Eco-Logical grant cycle. Lessons learned and challenges faced were also discussed. This report summarizes the presentations given and ensuing discussions. Comments, questions, and answers from participants' presentation sessions follow the presentation overviews. It is expected that this document will be a resource for other transportation agencies seeking to learn more about uses of GIS to support the implementation of an ecosystem approach to transportation project development. KW - Ecology KW - Environmental policy KW - Geographic information systems KW - Highway design KW - Highway planning KW - Infrastructure KW - Lessons learned KW - Peer exchange KW - Project development UR - http://www.gis.fhwa.dot.gov/documents/PeerEx_report_72209.asp UR - https://trid.trb.org/view/1118337 ER - TY - RPRT AN - 01338796 AU - Zhang, Chunsun AU - South Dakota State University, Brookings AU - Research and Innovative Technology Administration TI - Monitoring the Condition of Unpaved Roads with Remote Sensing and Other Technology PY - 2009///Final Report SP - 53p AB - This project investigated remote sensing technology for monitoring the condition of unpaved roads, which are usually low-volume roads serving remote areas and agricultural business and linking agricultural communities to nearby towns and markets. These unpaved roads are usually inadequately inspected and assessed. The primary thrust of this project was to develop an efficient and cost-effective system and methods for the collection of unpaved road condition data in support of the road management needs of transportation agencies and local government. The use of an Unmanned Aerial Vehicle (UAV) with a Global Positioning System and a digital camera as a road data collection platform was explored, and efficient methods and systems were developed to process UAV images and identify and quantify unpaved road surface condition parameters. The developed system has been tested over a number of rural roads with various surface conditions. Road images have been acquired and processed, and the size and dimension of surface distresses have been measured efficiently with sufficient accuracy. The difference of one centimeter between image-based measurement and precise ground survey demonstrates the capability of the developed system. The developed system is faster, safer and more consistent than manual surveys. The acquired road imagery, together with the derived 3D road images and condition measurements can be directly integrated into a rural road management system, thereby allowing more efficient management of rural road networks. KW - Condition surveys KW - Cost effectiveness KW - Data collection KW - Digital cameras KW - Drone aircraft KW - Farm roads KW - Field tests KW - Global Positioning System KW - Image processing KW - Low volume roads KW - Remote sensing KW - Surface course (Pavements) KW - Unpaved roads UR - http://ntl.bts.gov/lib/42000/42300/42378/FinalReport.pdf UR - https://trid.trb.org/view/1100717 ER - TY - RPRT AN - 01336912 AU - Federal Aviation Administration TI - Federal Aviation Administration Flight Plan, 2009-2013 PY - 2009 SP - 42p AB - The Flight Plan is the strategic plan for the agency, the plan to help us prepare for the future. The majority of Federal Aviation Administration's (FAA's) responsibilities are our core functions our everyday roles and responsibilities which are not specifically highlighted in this document. KW - Air traffic KW - Air transportation KW - Airport capacity KW - Airport operations KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Technology assessment KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/flight_plan_2009-2013.pdf UR - https://trid.trb.org/view/1097940 ER - TY - RPRT AN - 01336874 AU - Federal Aviation Administration TI - Federal Aviation Administration Citizens' Report, FY 2009. Summary of Performance and Financial Results PY - 2009 SP - 28p AB - The Federal Aviation Administration (FAA) FY 2009 Citizens Report is a summary of our more detailed Performance and Accountability Report (PAR). As an agency within the Department of Transportation (DOT), the FAA is not required to prepare a separate PAR or Citizens Report. However, to demonstrate accountability, we choose to present our performance, management, and financial information using the same statutory and guidance framework. In some cases, however, we may depart from the format required of Chief Financial Officers Act agencies. KW - Accountability KW - Aerospace engineering KW - Air traffic KW - Air transportation KW - Management KW - National security KW - Strategic planning KW - U.S. Federal Aviation Administration UR - https://trid.trb.org/view/1097941 ER - TY - RPRT AN - 01335394 AU - Federal Transit Administration TI - International Public Transportation Program Strategic Plan PY - 2009 SP - 40p AB - The Federal Transit Administration’s (FTA's) International Program plays a vital role in providing the international outreach necessary to support America’s movement toward a new public transportation future for the 21st century. Authorized by the June 1998 Transportation Equity Act for the 21st Century (TEA-21), the FTA International Public Transportation Program (IPTP) helps the U.S. transit industry access international markets and furthers the improvement of U.S. transit by highlighting international innovations. The IPTP supports the U.S. Department of Transportation (DOT) strategic international goals of promoting international access and involvement for U.S. transportation industries, sharing data and technology, promoting harmonization of transportation standards, and providing technical assistance. The premier goal of the IPTP is to make the U.S. transit industry more globally competitive. Determined by the current needs of the transit industry both in the U.S. and abroad, the priorities of the nation and the Administration, new developments in technology, and the FTA and U.S. DOT strategic goals, the activities of the program are supported by four strategic areas: Trade Promotion, Technology Transfer, Human Capacity Building, and International Accessibility Outreach. KW - Accessibility KW - Barrier free design KW - Competition KW - Globalization KW - International Public Transportation Program (Federal Transit Administration) KW - International trade KW - Public transit KW - Strategic planning KW - Technological innovations KW - Technology transfer KW - Training KW - Transportation Equity Act for the 21st Century KW - U.S. Department of Transportation KW - U.S. Federal Transit Administration UR - http://www.fta.dot.gov/documents/IPTPStrategicPlan.pdf UR - https://trid.trb.org/view/1098700 ER - TY - RPRT AN - 01333173 AU - Olson, R L AU - Hanowski, R J AU - Hickman, J S AU - Bocanegra, J AU - Federal Motor Carrier Safety Administration TI - Distraction in Commercial Trucks and Buses: Assessing Prevalence and Risk in Conjunction with Crashes and Near-Crashes PY - 2009///Technical Brief SP - 4p AB - The aim of this project was to use an existing naturalistic data set to document the prevalence and risk of commercial truck and bus drivers activities or actions that distract their attention away from the driving task. This naturalistic data set involved thousands of commercial motor vehicles(including trucks and buses) and provided a wealth of data, including driver behavior during safety-critical events. The data set was provided by DriveCam a vendor of onboard safety monitoring systems (OBMS) aimed at reducing risky driving behaviors. The OBMS contains video recordings and data from kinematic sensors (e.g., vehicle speed) in order to study driver behavior in driving conditions in the presence of real world daily pressures. These video recordings and kinematic data are used by fleet safety managers to provide feedback on safe and at-risk driving behaviors. Note that the authors of this study did not receive any video recordings, but rather kinematic data and driver behavior data that did not identify the driver. KW - Bus drivers KW - Commercial vehicles KW - High risk drivers KW - Traffic crashes KW - Traffic data KW - Traffic safety KW - Truck drivers UR - http://ntl.bts.gov/lib/51000/51200/51288/Distraction-in-Commercial-Trucks-and-Buses.pdf UR - https://trid.trb.org/view/1094725 ER - TY - RPRT AN - 01333133 AU - Federal Highway Administration TI - Innovations for Tomorrow’s Transportation PY - 2009 SP - 73p AB - In the early 1990s, the Office of Policy and Governmental Affairs embarked on a research journey entitled ―Searching for Solutions, A Policy Discussion Series.‖ These 17 reports included areas that, at the time, were exploratory and advanced. The wide-ranging and forward-thinking topics included congestion pricing, public-private partnerships, public and private sector roles in intelligent vehicle highway systems, productivity and the infrastructure, air quality, productivity measures, bond financing, land use and transportation, life-cycle cost analysis, North American trade, cost allocation, and the personal transportation survey. New topics have not been added to the series for almost 10 years, and the time has come to bring focus and attention into the policy challenges of the future. The transportation system is facing new challenges to deliver and implement passenger and freight systems that meet the needs of mobility and economic growth. To synthesize the multifaceted issues facing highway transportation, the Office of Transportation Policy Studies is initiating this new series of Transportation Policy Discussions. As its predecessor did, this series will examine challenges and solutions across a broad range of topics including: (1) implementation issues for vehicle miles traveled (VMT) based user fees; (2) issues and options with respect to infrastructure banks; (3) achieving intermodal interoperability; (4) optimal fees for commercial motor vehicles; (5) financial structures for mega-region projects; (6) implications of alternative fuels; (7) meeting the needs of the aging population; (8) role of the Federal Government in solving urban transportation congestion; and (9) other topics. However, rather than being strictly defined by these initial topics, the series is expected to encompass policy discussions covering a wide range of topics over the course of the next five years. This first issue of Innovations for Tomorrow’s Transportation is the result of the effort of many transportation leaders’ input, insight, and discussion. It provides an encompassing framework outlining transportation research needs in six policy areas. Future discussions and workshops will bring experts and government officials together for other topics of interest. Many of these topics will provide useful input into future surface transportation legislation by providing a forum for researchers and stakeholders to discuss future directions of highway delivery. These future topics include implementation issues and options for a VMT-based user-fee system and issues and options related to infrastructure banks. KW - Aged KW - Alternate fuels KW - Commercial vehicle operations KW - Congestion management systems KW - Economic growth KW - Infrastructure KW - Intermodal transportation KW - Mobility KW - Policy making KW - Technological innovations KW - User charges KW - Vehicle miles of travel UR - http://ntl.bts.gov/lib/35000/35200/35295/innovations.pdf UR - https://trid.trb.org/view/1097260 ER - TY - RPRT AN - 01330442 AU - Research and Innovative Technology Administration TI - Transportation Statistics Annual Report 2009 PY - 2009///Annual Report SP - 227p AB - This report presents data and information selected by the Bureau of Transportation Statistics (BTS), a component of the U.S. Department of Transportation's (USDOT's) Research and Innovative Technology Administration (RITA), to fulfill its legislative mandate. For the reader's convenience, the data and information have been selected and organized by topic or transportation mode. Chapter 1 discusses key USDOT initiatives: fostering safety, improving livable communities, improving the state of good repair, fostering economic competitiveness, and building environmental sustainability of the U.S. transportation system. The chapter reflects the intermodal and multimodal nature of the U.S. transportation system and also highlights the Commodity Flow Survey (CFS). The CFS identifies and reports hazardous material shipments by geographic regions, mode of transportation, and classification scheme. Chapter 2 examines the modal systems that comprise the U.S. transportation system. More specifically, this chapter covers aviation, motor vehicles, the marine transportation system, rail, and transit. The legislative mandate requires BTS to document the methods used to obtain the report's statistical information, ensure its quality, and make recommendations for improvements. In chapter 3, the major BTS program areas respond to this requirement by identifying the guidelines that apply to Federal data quality and the statistics included in this report. The chapter also lists the select Federal agencies that collect or compile transportation data. In addition, this chapter focuses on data gaps and improving the ways in which transportation statistics are collected, compiled, analyzed, and published. KW - Air transportation KW - Commodity flow KW - Economics KW - Energy KW - Environment KW - Highway transportation KW - Intermodal transportation KW - Multimodal transportation KW - Pipeline transportation KW - Public transit KW - Railroad transportation KW - Statistics KW - Transportation safety KW - United States KW - Water transportation UR - http://www.bts.gov/publications/transportation_statistics_annual_report/2009/ UR - https://trid.trb.org/view/1091189 ER - TY - RPRT AN - 01330437 AU - Research and Innovative Technology Administration TI - Bureau of Transportation Statistics Significant Accomplishments 2009 PY - 2009 SP - 18p AB - The Bureau of Transportation Statistics (BTS) was established within the U.S. Department of Transportation (USDOT) in 1992 to collect, report, and analyze transportation data. Today, BTS is a component of the USDOT Research and Innovative Technology Administration (RITA). The BTS mission is to create, manage, and share transportation statistical knowledge with public and private transportation communities and the Nation. This mission is served by developing quality transportation data, promoting transportation knowledge through statistical products, and advancing the effective use of this knowledge by public and private transportation decision makers, researchers, and the American public. This report presents the accomplishments of BTS during fiscal year 2009. KW - Data analysis KW - Data collection KW - Data quality KW - Information dissemination KW - Statistics KW - Transportation modes KW - U.S. Bureau of Transportation Statistics KW - United States UR - https://trid.trb.org/view/1091191 ER - TY - RPRT AN - 01208120 AU - Hileman, James I AU - Ortiz, David S AU - Bartis, James T AU - Wong, Hsin Min AU - Donohoo, Pearl E AU - Weiss, Malcolm A AU - Waitz, Ian A AU - RAND Corporation AU - Partnership for AiR Transportation Noise and Emissions Reduction AU - Federal Aviation Administration TI - Near-Term Feasibility of Alternative Jet Fuels PY - 2009///Technical Report SP - 152p AB - This report discuses the results of a study on the use of alternative fuel in civil aviation. The study used the near-term production potential, compatibility with existing infrastructure and aircraft, near-term production costs, greenhouse gas emissions, the relative merit of using the fuel in aviation versions ground transportation, emissions affecting air quality and life-cycle greenhouse gas emissions to compare potential alternative jet fuels. Alternative jet fuels that could be commercially available in the next ten years from mainly North American sources were the primary focus. Benefits gained from producing and utilizing alternative jet fuels yielded economic benefits from production that generalized to all petroleum users, including civil aviation, whether or not the fuel was utilized in aviation. KW - Alternate fuels KW - Alternatives analysis KW - Economic benefits KW - Economic impacts KW - Feasibility analysis KW - Greenhouse gases KW - Jet engine fuels UR - http://www.rand.org/content/dam/rand/pubs/technical_reports/2009/RAND_TR554.pdf UR - https://trid.trb.org/view/968733 ER - TY - CONF AN - 01173158 AU - Zhang, Yan AU - McGovern, Seamus AU - U.S. Department of Transportation TI - Mathematical Models for Human Pilot Maneuvers in Aircraft Flight Simulation PY - 2009 SP - 5p AB - Mathematical models are presented in this paper to describe human maneuvers for aircraft flight simulation. Input parameters for the human pilot model (HPM), such as the course deviation indicator (CDI) and the heading change, are defined for the model, and are related mathematically to those in the proportional-integral-derivative (PID) controller for automatic control. Similarities are discussed between the parameters in HPM and those in the automatic control for better understanding of the significance of human factors and their effect on aircraft behavior. Examples for the HPM include aircraft instrument landing system (ILS) lateral and vertical control, heading change, and homing. The model is tested by using the high-fidelity flight simulation simulator JSBSim. U1 - 2009 International Mechanical Engineering Congress and ExpositionAmerican Society of Mechanical EngineersLake Buena Vista,FL,United States StartDate:20091113 EndDate:20091119 Sponsors:American Society of Mechanical Engineers KW - Aircraft pilotage KW - Behavior KW - Flight simulators KW - Human factors in crashes KW - Instrument landing systems KW - Landing aids KW - Maneuverability KW - Mathematical models UR - https://trid.trb.org/view/933258 ER - TY - RPRT AN - 01167146 AU - Federal Aviation Administration TI - National Runway Safety Plan, 2009-2011 PY - 2009 SP - 40p AB - The Federal Aviation Administration (FAA) established the Runway Safety Program by FAA Order 7050.1 on November 1, 2002. This order placed the overall responsibility for the program on the Office of Runway Safety by requiring it to work with other FAA organizations and the aviation community to identify and implement activities/technologies designed to increase runway safety. The 55 percent reduction in the number of serious runway incursions since 2001 demonstrates the effectiveness of this program. In FY 2007, we saw a 23 percent reduction in the most serious (Category A and B) runway incursions from 2006. While the most serious runway incursions showed a reduction, overall incursions increased during the same time period. Although most of the incursions were Category C and D incursions which posed little or no risk to the public the FAA is committed to reducing the overall number of runway incursions. KW - Air transportation crashes KW - Airport operations KW - Airport runways KW - Aviation safety KW - Runway incursions UR - http://www.faa.gov/airports/runway_safety/publications/media/RunwaySafetyReport-kh10-plan.pdf UR - https://trid.trb.org/view/927691 ER - TY - RPRT AN - 01162598 AU - Federal Motor Carrier Safety Administration TI - Increasing Safety Belt Use in Your Company. Commercial Motor Vehicle Safety Belt Partnership PY - 2009 SP - 41p AB - A company must consider the legal consequences of not insisting drivers wear a safety belt. Federal regulations and most state laws require drivers to wear safety belts. They also require trucks and truck tractors manufactured on or after January 1, 1965, to be equipped with a safety belt assembly, meeting requirements specified in Federal regulations. KW - Commercial vehicle operations KW - Freight traffic KW - Freight transportation KW - Seat belt usage KW - Seat belts KW - Traffic safety KW - Truck crashes KW - Trucking KW - Trucking safety UR - http://www.fmcsa.dot.gov/safety/safety-belt/increasing-safety-belt-use-your-company-manual UR - http://www.fmcsa.dot.gov/sites/fmcsa.dot.gov/files/docs/increasing-safetybelt-usage-manual.pdf UR - https://trid.trb.org/view/920665 ER - TY - RPRT AN - 01162215 AU - Federal Transit Administration TI - Kenosha-Racine-Milwaukee, alternatives analysis : environmental impact statement PY - 2009///Volumes held: Draft KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/923201 ER - TY - RPRT AN - 01162140 AU - Federal Highway Administration TI - Cleveland Innerbelt Project, Cuyahoga County : environmental impact statement PY - 2009///Volumes held: Draft(fol), DappC, DappF, Final(fol), access modification study B1 KW - Environmental impact statements KW - Ohio UR - https://trid.trb.org/view/923126 ER - TY - RPRT AN - 01162037 AU - Federal Highway Administration TI - Wisconsin state highway 15, New London to Greenville, Outagamie County : environmental impact statement PY - 2009///Volumes held: Draft, Final(2v) KW - Environmental impact statements KW - Wisconsin UR - https://trid.trb.org/view/923021 ER - TY - RPRT AN - 01159336 AU - Research and Innovative Technology Administration TI - State Transportation Statistics 2008 PY - 2009 SP - 142p AB - This document is a statistical profile of transportation in the 50 states and the District of Columbia. It presents transportation information from the Bureau of Transportation Statistics, other federal government agencies, and other national sources. It is divided into nine sections that cover infrastructure, safety, freight transportation, passenger travel, registered vehicles and vehicle-miles traveled, economy and finance, energy and the environment, information on data sources, and appendices and a glossary. Modes of transportation include highway, public transit, air travel, water transportation and railroad transportation. Data are for the year 2008 unless otherwise noted. KW - Economics KW - Energy KW - Environment KW - Finance KW - Freight transportation KW - Infrastructure KW - Passenger transportation KW - Registrations KW - States KW - Statistics KW - Transportation modes KW - Transportation safety KW - Vehicle miles of travel UR - http://www.bts.gov/publications/state_transportation_statistics/ UR - http://www.bts.gov/publications/state_transportation_statistics/state_transportation_statistics_2008/pdf/entire.pdf UR - http://ntl.bts.gov/lib/34000/34600/34686/2008STS.pdf UR - https://trid.trb.org/view/919333 ER - TY - RPRT AN - 01156992 AU - Department of Transportation AU - Pipeline and Hazardous Materials Safety Administration TI - Hazardous Materials Transportation: Enhanced Security Requirements PY - 2009 SP - 16p AB - The Department of Transportation's Pipeline and Hazardous Materials Safety Administration (PHMSA) is responsible for the safe and secure transportation of hazardous materials. Hazardous materials are essential to the economy of the United States and the well-being of its people. Every day millions of tons of hazardous materials are safely transported by plane, train, truck, or vessel in quantities ranging from several ounces to thousands of gallons. In the wrong hands, however, hazardous materials can pose a significant security threat, particularly those that can be used as weapons of mass destruction. Addressing this security threat is vital to our citizens and our economy. Since September 11, 2001, PHMSA has worked closely with hazardous materials shippers and carriers, as well as Federal, state, and local government agencies, to improve the security of hazardous materials in our Nation's transportation system. The hazardous materials industry can do a lot to improve hazardous materials transportation security. The information presented in this report is intended to encourage you to include security considerations in all of your operations and to assist you in managing the potential security risks associated with the transportation of hazardous materials. There are two strategies that are critical to managing transportation security risks. The first is to develop and implement security plans. The second is to assure that employees who handle and transport hazardous materials are trained to recognize and react to potential security problems. PHMSA has established new security requirements that make use of these two strategies for hazardous materials transported in commerce. KW - Hazardous materials KW - Pipeline facilities KW - Risk analysis KW - Safety and security KW - Shipping KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Transportation UR - https://trid.trb.org/view/917271 ER - TY - RPRT AN - 01156933 AU - Federal Motor Carrier Safety Administration TI - Initial Evaluation of the FMCSA Crash Data Training and Technical Assistance Project. A Report Pursuant to the Report on Significant Improvements in Motor Carrier Safety Program Since 1999 Act, but Loopholes for Repeat Violators Need Closing PY - 2009 SP - 81p AB - In April 2006, the Office of the Inspector General (OIG) presented the results of its audit of the Federal Motor Carrier Safety Administration's (FMCSA) implementation of the Motor Carrier Safety Improvement Act of 1999 (MCSIA). These results included recommendations to improve data collection and analysis. Specifically, Recommendation 3 reads, Establish a system to track attendance for the crash data training course and visits to the crash data website, and compare the results to changes in crash data reporting by States to assess whether training efforts are successful. This report is the first in a series evaluating the impact of crash data collection training for law enforcement and technical assistance to the States for commercial motor vehicle (CMV) traffic accident data. KW - Commercial transportation KW - Commercial vehicle operations KW - Driver licensing KW - Fatalities KW - Law enforcement KW - Motor carriers KW - Prevention KW - Technical assistance KW - Traffic safety KW - Traffic violators KW - U.S. Federal Motor Carrier Safety Administration UR - http://ntl.bts.gov/lib/51000/51200/51280/Crash-Data-Training.pdf UR - https://trid.trb.org/view/917288 ER - TY - RPRT AN - 01155816 AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - WisDOT Research Program, 2009 Annual Report PY - 2009 SP - 45p AB - The Wisconsin Department of Transportation's (WisDOT's) vision is 'Dedicated people creating transportation solutions through innovation and exceptional service.' To help generate this innovation, the Research & Library Unit oversees several formal research programs, provides information services to WisDOT employees and collaborates with other research organizations to solve problems of common concern. The emphasis areas of the department's strategic plan guide the efforts of the research program: (1) Value and develop employees; (2) Anticipate and meet customers' needs: (3) Continually improve processes and partnerships; (4) Provide and operate a safe and secure transportation system; and (5) Enhance opportunities for mobility and economic growth. The research program's goal is to deliver research results and supporting activities that address specific, identified needs in these emphasis areas across all five WisDOT divisions. KW - Information systems KW - Policy making KW - Research projects KW - Strategic planning KW - Technological innovations KW - Technology transfer KW - Wisconsin UR - https://trid.trb.org/view/916410 ER - TY - RPRT AN - 01155098 AU - Federal Transit Administration TI - Rail Safety Statistics Report PY - 2009 SP - 38p AB - This paper presents an analysis of safety data reported by state safety oversight agencies and rail transit agencies for the years 2003 – 2008. In calendar year 2008, the rail transit industry provided over 18.5 billion passenger miles, a 5% increase from 2007 service numbers. Growth in ridership at the rail transit agencies in the Federal Transit Administration’s (FTA) State Safety Oversight Program far outpaces other modes of transportation. In spite of this high level of passenger service, rail transit remains among the safest modes of transportation in the United States. Yet accidents do occur on rail transit systems and their impacts are tragic. During calendar year 2008, 992 accidents occurred that met FTA accident reporting thresholds. These accidents resulted in 37 fatalities and 677 injuries (excluding suicide and trespasser fatalities). By standardizing safety data, 2008 numbers can be compared to the averages of the previous five years. An examination of this data provided the following results: (1) The accident rate increased 61%; (2) The fatality rate increased 5%; (3) The injury rate increased 25%. KW - Crash data KW - Fatalities KW - Injuries KW - Rail transit KW - Statistics KW - Transit crashes KW - Transit safety UR - http://transit-safety.volpe.dot.gov/publications/RailSafety/Rail_Safety_Statistics_Report_2009-FINAL.pdf UR - https://trid.trb.org/view/915782 ER - TY - RPRT AN - 01154148 AU - Federal Highway Administration AU - American Traffic Safety Services Association AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Institute of Transportation Engineers (ITE) TI - Manual on Uniform Traffic Control Devices for Streets and Highways, 2009 Edition SN - 9781560514732 PY - 2009 SP - 892p AB - The Manual on Uniform Traffic Control Devices (MUTCD) is approved by the Federal Highway Administration as the National Standard in accordance with Title 23 U.S. Code, Sections 109(d), 114(a), 217, 315, and 204(a), 23CFR 655, and 49 CFR 1.48(b)(8), 1.48(b)(33), and 1.48(c)(2). The MUTCD is presented in six parts: (1) General; (2) Signs; (3) Markings; (4) Highway Traffic Signals; (5) Traffic Control Devices for Low-Volume Roads; (6) Temporary Traffic Control; (7) Traffic Control for School Areas; (8) Traffic Control for Railroad and Light Rail Transit Grade Crossings; and (9) Traffic Control for Bicycle Facilities. There are two appendices: (1A) Congressional Legislation; and (2A) Metric Conversions. An index is provided. KW - Bicycle facilities KW - Highway traffic control KW - Light rail transit grade crossings KW - Low volume roads KW - Manual on Uniform Traffic Control Devices KW - Railroad grade crossings KW - Road markings KW - Schools KW - Temporary traffic control devices KW - Traffic control devices KW - Traffic signals KW - Traffic signs UR - http://mutcd.fhwa.dot.gov/pdfs/2009/mutcd2009edition.pdf UR - http://mutcd.fhwa.dot.gov/pdfs/2009/pdf_index.htm UR - https://trid.trb.org/view/915598 ER - TY - RPRT AN - 01153628 AU - Clevenger, Tony AU - Huijser, Marcel P AU - Western Transportation Institute AU - Federal Highway Administration TI - Handbook for Design and Evaluation of Wildlife Crossing Structures in North America PY - 2009 SP - 212p AB - This handbook provides technical guidelines for the planning, design and evaluation of wildlife crossing structures and their associated measures (fencing, gates) that facilitate the safe movement of wildlife across roads and increase motorist safety. It has been prepared for transportation, natural resource and land management agencies responsible for planning, designing and implementing measures for mitigating the impacts of roads on wildlife populations. Stakeholder and other groups involved in mitigation planning will also find the handbook useful in their discussions with agencies. The handbook describes how to increase the effectiveness of established designs and recommends ways to design for particular species and species groups in different landscapes. The guidelines can be used for wildlife crossings on new or existing highways, highway expansions (e.g., two-lane to four-lane) and bridge reconstruction projects. The response of particular wildlife species to these measures may vary across North America. Therefore, the design guidelines are intended to be generalized and a starting point for the future development of more regionalized, landscape-specific guidelines based on an adaptive management process. The handbook is the product of an extensive collection and synthesis of current literature, knowledge, and science-based data with regard to the current practices in wildlife crossing mitigation. The handbook provides a sound scientific basis for effective planning, policy and implementation of mitigation aimed at reducing habitat fragmentation and mortality effects of roads on wildlife populations. Recommended designs once implemented and their performance evaluated through monitoring will serve to advance our understanding of the utility of different wildlife crossing designs across North America. KW - Guidelines KW - Habitat (Ecology) KW - Habitat connectivity KW - Handbooks KW - Highway safety KW - North America KW - Planning and design KW - Wildlife crossings UR - http://www.westerntransportationinstitute.org/documents/reports/425259_Final_Report.pdf UR - https://trid.trb.org/view/915024 ER - TY - RPRT AN - 01153604 AU - Federal Highway Administration AU - Federal Transit Administration TI - A Guide to Transportation Decisionmaking PY - 2009 SP - 36p AB - The Federal Highway Administration (FHWA) and Federal Transit Administration (FTA) created this guide to help you understand how transportation decisions are made at the local, State, and national levels and how you can take advantage of the opportunities provided to contribute your ideas. Topics covered include the following: how the decision making starts; the basics of transportation decision making; the government and transportation decision making; transportation plans and programs; putting the plans in place; funding transportation projects; communities and the environment in transportation planning; your role in the planning process; the goals of project development and the National Environmental Policy Act (NEPA) process; documenting decisions; and your role in project development. KW - Communities KW - Decision making KW - Documentation KW - Financing KW - Guidelines KW - Handbooks KW - National Environmental Policy Act of 1969 KW - Project development KW - Project development process KW - Public participation KW - Transportation planning KW - Transportation projects UR - http://www.fhwa.dot.gov/planning/decisionmaking/decisionmaking.pdf UR - https://trid.trb.org/view/914941 ER - TY - RPRT AN - 01152928 AU - Trowbridge, Matthew J AU - Gurka, Matthew J AU - O'Connor, Robert E AU - University of Virginia, Charlottesville AU - University of Alabama at Birmingham University Transportation Center AU - Research and Innovative Technology Administration TI - Emergency Medical Services and Congestion: Urban Sprawl and Pre-hospital Emergency Care Time PY - 2009///Final Report SP - 7p AB - This research measured the association between urban sprawl and emergency medical service (EMS) response time. The purpose was to test the hypothesis that features of the built environment increase the probability of delayed ambulance arrival. Using data on motor vehicle crashes obtained from the Fatality Analysis Reporting System, it was found that urban sprawl is significantly associated with increased EMS response time and a higher probability of delayed ambulance arrival. KW - Ambulances KW - Built environment KW - Emergency medical services KW - Emergency response time KW - Fatality Analysis Reporting System KW - Traffic crashes KW - Urban sprawl UR - http://www.uab.edu/utc/Final%20Reports.html UR - http://www.uab.edu/utc/PDF%20Files/Final%20Reports/Urban%20Sprawl%20FINAL%20REPORT.pdf UR - https://trid.trb.org/view/914507 ER - TY - RPRT AN - 01152826 AU - Molnar, Thomas AU - Rutgers University, New Brunswick AU - Department of Transportation TI - Developing the Potential of Hazelnuts as a Feedstock for Biodiesel and Other Oleochemicals in the Northeast PY - 2009 SP - 2p AB - This project investigated the tree-seed, hazelnut, as a potential feedstock for biodiesel. Calculated yields per hectare are estimated to be 0.89 tonnes of oil (compared to 0.5 tonnes per hectare for soybean) based on production in the North Western US. Production in the Northeast has been limited by the disease, Eastern Filbert Blight (EFB). At the conclusion of this project, 15 superior hazelnut genotypes (clones) that showed the greatest potential for kernel and oil production in the northeast were selected from more than 200 adapted disease-resistant plants growing in field nurseries at Rutgers. The genotypes identified in the program represent the most improved, EFB resistant, cold-hardy plants adapted to the northeast with the highest likelihood to yield economically valuable amounts of oil. KW - Alternate fuels KW - Biodiesel fuels KW - Feedstock KW - Seeds UR - https://trid.trb.org/view/914231 ER - TY - RPRT AN - 01152815 AU - Gossett, James AU - Cornell University AU - Department of Transportation TI - Influence of Alternative Pretreatment Strategies on Cellulosic Ethanol Production Using Simultaneous Saccharification and Fermentation at High Solids Concentration PY - 2009 SP - 2p AB - Much of the research done today on lignocellulosic ethanol production is on biomass and water mixtures that are low in solid-materials, or “low-solids” and high in water content. The preferred process for ethanol production from ligncellulose begins with a thermochemical pretreatment to break apart the plant material, followed by treatment with enzymes to convert the plant lignocellulose fibers into sugars that can be fermented by microbes (such as yeast). Finally, the microbes convert the sugars into ethanol. These last two steps are called saccharification (converting cellulosic materials to sugars) and fermentation (converting sugars to ethanol). Few studies on ethanol production from lignocellulose have been conducted at high biomass concentrations. The main objective of the current studies was to determine the effect of adding hemicellulases to cellulase-mediated saccharification of pretreated biomass, in the context of an experimental matrix that examined two different perennial biomasses [switchgrass (SG) and a lowimpact, high-diversity mixture of prairie biomasses (LIHD)] at two different cellulose loadings and two different pretreatment regimes [a representative alkaline and a representative acidic] at both low and high solids concentrations. Initial fermentable-sugar data indicate that it is possible to conduct enzymatic hydrolysis at solids concentrations up to 15% solids (w/w) with the higher cellulase loading – with or without hemicellulase. KW - Alternate fuels KW - Cellulose KW - Ethanol KW - Fermentation KW - Production KW - Saccharification UR - https://trid.trb.org/view/914232 ER - TY - RPRT AN - 01152814 AU - Rose, Jocelyn AU - Cornell University AU - Department of Transportation TI - A Biofuel Screening Program for Grass Feedstocks: Diversity, Physiological Traits and Compositional Characteristics for Optimal Yield PY - 2009 SP - 2p AB - The objectives of this study were collection and performance evaluation of a broad range of monocultures and mixed stands of grass species and cultivars grown at multiple locations, on a range of soil types and under different fertilizer regimes, incorporating a variety of harvesting dates. Results to date show significant differences in the cell wall composition (monosaccharides) and insoluble cellulose content among the grass species, as well varieties within species. KW - Alternate fuels KW - Biomass fuels KW - Feedstock KW - Grasses UR - https://trid.trb.org/view/914233 ER - TY - RPRT AN - 01152767 AU - National Technology Development, LLC AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Quantify the Energy and Environmental Effects of Using Recycled Asphalt and Recycled Concrete for Pavement Construction PY - 2009///Phase I Final Report SP - 50p AB - The objective of this study is to quantify the energy and environment impacts from using recycled materials for highway construction. Specifically, when recycled asphalt pavement is re-used for producing hot mix asphalt or when recycled concrete aggregate is used in concrete, how much energy will be utilized and how much are the greenhouse emissions. This study quantified the impact of using recycled asphalt pavement (RAP) in hot mix asphalt and recycled concrete aggregate in concrete on energy consumption and greenhouse gas emission. For RAP, the impact on energy consumption and greenhouse gas emission is affected by a few factors, such as moisture content in RAP, hot mix asphalt discharge temperature and RAP content. A mathematical model was developed to determine the impact. For recycled concrete aggregate for concrete production, impact on energy consumption and greenhouse gas emission is largely affected by transporting distances. A simple model was also developed for recycled concrete aggregate. KW - Energy consumption KW - Environmental impacts KW - Greenhouse gases KW - Haul distance KW - Hot mix asphalt KW - Mathematical models KW - Recycled asphalt pavements KW - Recycled concrete aggregate KW - Recycled materials KW - Road construction UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-08-02%20Final%20Report%209-8-09.pdf UR - https://trid.trb.org/view/914417 ER - TY - RPRT AN - 01150633 AU - Atac Incorporated AU - Federal Aviation Administration TI - Determining the Environmental Benefits of Implementing Continuous Descent Arrival Procedures PY - 2009 SP - 19p AB - Several research and development efforts to date have been aimed at demonstrating that Continuous Descent Arrival (CDA) procedures have the potential for significant environmental benefits including reductions in noise, emissions, and fuel burn. The benefits evaluation portion of these efforts typically involves evaluating small numbers of CDA flights under idealized flight test conditions. This paper focuses on the development and application of analytical methods for quantifying potential airport-wide environmental benefits of implementing CDAs. These efforts are being performed as part of the development of a CDA modeling capability within the U.S. Federal Aviation Administrations Aviation Environmental Design Tool (AEDT). Existing internationally accepted modeling methods and data are used, where appropriate, including methods described in the Society of Automotive Engineers (SAE) Aerospace Information Report (AIR) 1845, the Third Edition of European Civil Aviation Conference (ECAC) Doc 29,and data from EUROCONTROLs Aircraft Noise and Performance (ANP) database. These are used in conjunction with real-world operational and flight procedure data to look at the noise, emissions and fuel burn benefits of CDAs. The noise benefits are quantified in terms of changes in Day Night Average Sound Level (DNL) contours, the emissions benefits are quantified in terms of change in total mass of eight different pollutants, and the fuel burn benefits are quantified in terms of the change in total mass of the fuel burned. The benefits are evaluated based on both actual implementation levels and potential future levels of CDA implementation as a function of traffic flow density. This type of analysis may help support Air Traffic Management (ATM) decisions on CDA implementation based on tradeoffs between the efforts required to implement CDAs versus the predicted environmental benefits. KW - Air traffic control KW - Air transportation KW - Aircraft noise KW - Airport arrivals KW - Continuous descent approaches KW - Environmental impacts KW - Fuel burn KW - Noise control KW - Pollutants UR - http://www.faa.gov/about/office_org/headquarters_offices/aep/models/history/media/AWMA2008_Paper_CDA.pdf UR - https://trid.trb.org/view/913010 ER - TY - RPRT AN - 01150632 AU - Murray, D P AU - Ellis, R E AU - Federal Aviation Administration TI - Air Traffic Considerations for Future Spaceports PY - 2009 SP - 8p AB - As the commercial space launch industry continues to grow, plans for new spaceports from which to base launch and reentry operations continue to take shape. Many of these new spaceports will not be located within special use airspace that is routinely cleared of air traffic, creating potential conflicts and impacts in an airspace system that is itself continuing to grow. Processes for designing space vehicle flight corridors that maximize the utility of a proposed spaceport while minimizing the impact on existing air traffic must be developed in order to provide safe and efficient access to all potential users. The Federal Aviation Administrations Office of Commercial Space Transportation is exploring one such process. Used successfully for the Oklahoma Spaceport, this process examines existing air traffic patterns relative to proposed space vehicle requirements to help identify potential air space for space vehicle testing and operations. The FAA intends to construct a tool capable of performing this and other space and air traffic management functions in the near future. KW - Air traffic control KW - Airspace (Aeronautics) KW - Airspace utilization KW - Commercial space transportation KW - Launch vehicles KW - Space shuttles UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/DMurray_ATCSpaceports_IAASS07_FINAL.pdf UR - https://trid.trb.org/view/913004 ER - TY - RPRT AN - 01150631 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Information Services PY - 2009 SP - 23p AB - The Federal Aviation Administration (FAA) is responsible for providing a safe and efficient national aviation system. Within the FAA, the Assistant Administrator for Information Services and Chief Information Officer (AIO) has the primary responsibility to formulate agency information technology (IT) policy and strategy, to protect agency IT assets from cyber-attacks, to ensure alignment between IT investment and agency business needs, and provide certain enterprise-wide shared services. Information is critical to the operation and mission of the FAA. IT drives the creation, processing, and delivery of that information in every major agency business process. Agency spending on IT accounts for approximately $2.5 billion annually, the largest cost item after salaries and benefits. The FAA Flight Plan recognizes both the cost and criticality of IT in the Safety, International Leadership, and Organizational Excellence Goals. KW - Aviation safety KW - Business planning KW - Civil aviation KW - Communication systems KW - Flight plans KW - Information systems KW - Information technology KW - Policy making UR - http://www.faa.gov/about/plans_reports/media/AIO%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912988 ER - TY - RPRT AN - 01150612 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Regions and Center Operations PY - 2009 SP - 26p AB - The office of the Assistant Administrator for Regions and Center Operations (ARC) provides cross-organizational leadership and delivers shared services throughout the agency in support of increased safety, greater capacity, international leadership, and organizational excellence. ARC is uniquely positioned in the FAA to play an essential role in NextGen by providing critical cross-organizational integration, collaboration and communication. KW - Airport capacity KW - Airport runways KW - Aviation KW - Aviation safety KW - Business planning KW - Flight plans KW - Integrated systems KW - Leadership KW - Training KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ARC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912995 ER - TY - RPRT AN - 01150606 AU - Zee, S AU - Murray, D AU - Federal Aviation Administration AU - National Aeronautics and Space Administration TI - Collaborative Approaches in Developing Environmental and Safety Management Systems for Commercial Space Transportation PY - 2009 SP - 10p AB - The Federal Aviation Administration (FAA), Office of Commercial Space Transportation (AST) licenses and permits U.S. commercial space launch and reentry activities, and licenses the operation of non-federal launch and reentry sites. ASTs mission is to ensure the protection of the public, property, and the national security and foreign policy interests of the United States during commercial space transportation activities and to encourage, facilitate, and promote U.S. commercial space transportation. AST faces unique challenges of ensuring the protection of public health and safety while facilitating and promoting U.S. commercial space transportation. AST has developed an Environmental Management System (EMS) and a Safety Management System (SMS) to help meet its mission. Although the EMS and SMS were developed independently, the systems share similar elements. Both systems follow a Plan-Do-Act-Check model in identifying potential environmental aspects or public safety hazards, assessing significance in terms of severity and likelihood of occurrence, developing approaches to reduce risk, and verifying that the risk is reduced. This paper will describe the similarities between ASTs EMS and SMS elements and how AST is building a collaborative approach in environmental and safety management to reduce impacts to the environment and risks to the public. KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Environmental policy KW - National security KW - Safety management KW - Spacecraft KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/EMS_and_SMS_paper_Final.pdf UR - https://trid.trb.org/view/913007 ER - TY - RPRT AN - 01150594 AU - Saint Lawrence Seaway Development Corporation TI - Saint Lawrence Seaway Development Corporation Annual Report for the Years Ended September 30, 2009 and 2008 with Independent Auditors' Report PY - 2009 SP - 43p AB - The financial statements have been prepared to report the financial position and results of operations of Saint Lawrence Seaway Development Corporation (SLSDC or Corporation), pursuant to the requirements of the Chief Financial Officers Act of 1990. KW - Auditing KW - Financial analysis KW - Management KW - Revenues KW - Saint Lawrence Seaway KW - Saint Lawrence Seaway Development Corporation KW - Vessel operations KW - Water transportation UR - https://trid.trb.org/view/912939 ER - TY - RPRT AN - 01150570 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Security and Hazardous Materials PY - 2009 SP - 22p AB - The Security and Hazardous Materials (ASH) Mission is to provide quality services to ensure and promote aviation safety in support of national security and the national aerospace system. The ASH Vision is to be recognized as the global leader having maximum impact on enhancing national security and aviation safety. To succeed in our Mission, ASH believes in the following guiding principles. Mission, people, and their families come first. Loyalty is a two-way street. Simple is good. Integrity is nonnegotiable. Disagreement does not equal disrespect. Everyone will be treated with respect and dignity. We can learn from our mistakes. Flexibility is the hallmark of a high -performing organization. All employees are accountable. We can overcome all challenges. Communication is critical to success. We must define, measure, and analyze to achieve desired results. ASH has the primary responsibility for critical infrastructure protection, emergency operations, contingency planning, and the safe transportation of hazardous materials in air commerce. ASH has four major program areas and staff offices that assist in carrying out these functions which are vital to both its mission, and to the FAA's mission. These are the Office of Hazardous Materials, the Office of Security, the Office of Field Operations, and the Office of Emergency Operations, Communications and Investigations. KW - Air traffic control KW - Business planning KW - Contingency planning KW - Flight plans KW - Hazardous materials KW - Hazards and emergency operations KW - National security KW - Safety and security KW - Training KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ASH%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912996 ER - TY - RPRT AN - 01150554 AU - Thole, C AU - Cain, A AU - Flynn, J AU - University of South Florida, Tampa AU - Federal Transit Administration TI - EmX Franklin Corridor: BRT Project Evaluation PY - 2009 SP - 94p AB - Since 1996 Lane Transit District (LTD) actively pursued the development of a bus rapid transit (BRT) system. As part of the update process of TransPlan, a 20-year government plan to spend $1.53 billion on the transportation system of the Eugene-Springfield metropolitan area, BRT became an important piece in the analysis of how to meet statewide transportation goals, and in 1998 it was determined that the BRT system would be provided for the Eugene/Springfield area. The EmX (Emerald Express), as the BRT system was named, would operate along the Franklin Corridor and was planned to be comparable to light rail system by providing comparable speed, convenience, and comfort. Final adoption of the project was made by the LTD Board, Eugene and Springfield City Councils, and the Lane County Commission. KW - Accessibility KW - Bus rapid transit KW - Highway operations KW - Intelligent transportation systems KW - Oregon KW - Public transit KW - Rail transit facilities KW - Ridership KW - Traffic control KW - Transportation system management UR - http://www.fta.dot.gov/documents/EmX_FranklinCorridor_BRTProjectEvaluation.pdf UR - https://trid.trb.org/view/912588 ER - TY - RPRT AN - 01150542 AU - Murray, D P AU - Livack, G S AU - Federal Aviation Administration TI - Graphical Cockpit-based Depictions of Space Vehicle Operations Based upon Use of Aeronautical Information Data Link Services PY - 2009 SP - 7p AB - To facilitate a more efficient use of domestic and oceanic airspace while maintaining the current level of safety for the public, the Federal Aviation Administration (FAA) is researching new technologies and capabilities that would speed the flow of flight critical information to necessary user recipients. The intent is to increase overall situational awareness for each user segment. To this end, the FAA is developing a Concept of Operations (ConOps) for the graphical cockpit depiction of space vehicle flight operations as part of a proposed addition to the FAAs Next Generation Air Transportation System (NextGen) Integrated Work Plan. The emergence of cockpit-based data link technologies permits the provision and use of data linked aeronautical information services directly to aircraft as well as the sharing of this same information with Air Traffic Control (ATC) and with the airlines operational control (AOC) function. This concept represents an additional means of enabling a framework for seamlessly integrating space vehicles on their way to and from space with more traditional air traffic management functions. By developing a means to provide timely alerts to aircraft, greater airspace access should be maintained from all users, without disruptions to todays global airspace use while, at the same time, fostering the development of this new fledging industry. KW - Air traffic control KW - Airport operations KW - Airspace (Aeronautics) KW - Civil aviation KW - Communication systems KW - Data link KW - Next Generation Air Transportation System KW - Technological innovations UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/Graphical%20Cockpit-Based%20Depictions%20of%20Space%20Vehicle%20Operations.pdf UR - https://trid.trb.org/view/913017 ER - TY - RPRT AN - 01150540 AU - Federal Aviation Administration TI - Commercial Space Transportation Business Plan, Fiscal Year 2009 PY - 2009 SP - 11p AB - The mission of the Federal Aviation Administration (FAA) Associate Administrator for Commercial Space Transportation (AST) is to ensure public safety for licensed and permitted U.S. launch activities, and to support the continued growth and expansion of the U.S. commercial space transportation industry. Safety is AST's top priority. To meet its safety responsibilities, AST undertakes a variety of core business functions to ensure that uninvolved persons are protected from the dangers and potential hazards associated with commercial space launch operations. These functions include making license and experimental permit determinations, conducting inspections of licensed and experimental permit operations, and developing rulemaking products related to commercial launch activities. Also, AST is driven to evolve its processes and approaches toward ensuring public safety as the commercial space transportation industry evolves. With a focus on the rapid evolution and complexity of new launch vehicles, AST will lead agency efforts to establish new processes to evaluate and approve safety critical launch vehicle components and systems. Further, AST will continue to improve its processes and leverage partnerships with other government organizations to enhance the safety of launches occurring from both federal and non-federal launch sites. KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Cost control KW - Flight plans KW - Launch vehicles KW - Spacecraft UR - https://trid.trb.org/view/912910 ER - TY - RPRT AN - 01150521 AU - Murray, D P AU - Federal Aviation Administration TI - Tiered Approach to Flight Safety Analysis PY - 2009 SP - 11p AB - A flight safety analysis quantitatively demonstrates that a launch or reentry vehicle is capable of flying a proposed mission below accepted limits for risk to the uninvolved public. Over time, sophisticated methodologies have been developed to estimate the risks posed by a particular mission by probabilistically modeling the outcomes of multiple potential vehicle failure scenarios and the various influences on those outcomes to a high level of engineering fidelity. However, variations in planned operations, along with limitations in the availability or quality of data, suggest a need for the identification of a broader, more generalized approach. Accordingly, a tiered approach to flight safety analysis is explored that advocates the use of simplifying, conservative assumptions in place of complex models as an initial iteration step. Subsequent iterations, if necessary, would employ increasingly less conservative assumptions and more complex modeling techniques until either an acceptable solution is reached or the highest available level of fidelity had been applied. The advantage of such an approach is twofold in that it encourages the design of safer operations for the sake of simplicity in the analysis and it standardizes methodologies for better comparison of results and determination of uncertainties. KW - Aerospace engineering KW - Air transportation KW - Aviation safety KW - Commercial space transportation KW - Launch vehicles KW - Risk analysis UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/AIAA-2006-6499-295.pdf UR - https://trid.trb.org/view/913085 ER - TY - RPRT AN - 01150520 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Human Resource Management PY - 2009 SP - 22p AB - The Office of Human Resource Management (AHR) supports and advises on the management of the Federal Aviation Administration's (FAA's) people. AHR's vision is to become a dynamic, streamlined, entrepreneurial enterprise that is our customers' first choice and a model for others. While responsible for the most fundamental Human Resource functions, AHR is constantly looking for ways to improve organizational performance and customer satisfaction. This involves creating streamlined organizational structures and processes, consistent application of personnel policies, ensuring a skilled HR workforce, and the development and implementation of supporting technology. AHR systems and policies are designed to make the organization more effective through stronger leadership, an increased commitment of individual employees to organization-wide goals, and a better prepared, trained, and safer workforce. KW - Air transportation KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Human resources KW - Leadership KW - Performance measurement KW - Strategic planning UR - http://www.faa.gov/about/plans_reports/media/2013/AHR_FY2013_Business-Plan_12-12-10.pdf UR - https://trid.trb.org/view/912987 ER - TY - RPRT AN - 01150516 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: International Aviation PY - 2009 SP - 18p AB - Advancing the nation's longstanding leadership in the global arena is a primary responsibility of the Office of International Aviation (API). Our staff encourages, promotes and facilitates the adoption of the Federal Aviation Adminisration (FAA) policies and practices worldwide. API's critical role is ensuring the international activities of FAA's lines of business and staff offices are integrated. The API staff brings safety and efficiency to millions of passengers each year as we arrange highly regarded technical assistance and training and work to harmonize global standards so passengers can benefit from a seamless air transportation network. In FY 2010 our challenges include: Identifying international priorities for the FAA; Promoting NextGen as the agency moves forward in its commitment to expand the use of those concepts, technologies and procedures internationally; Increasing FAA's leadership presence by establishing a second office in Latin America; and Improving our support of the International Civil Aviation Organization (ICAO) by coordinating FAA's work with the Industry Safety Strategy Group (ISSG) for the Global Aviation Safety Road Map. Through our strategic activities in FY 2010, we are committed to supporting Presidential safety programs in Afghanistan, Africa, and Iraq and building mutually beneficial partnerships with civil aviation organizations in the Middle East, China, India and Latin America. We will continue to support creating government-industry partnerships and strengthening the capabilities of regional aviation authorities and organizations through technical assistance and training. We will collaborate with the Office of Energy and Environment in demonstrating best U.S. environmental practices and work across the lines of business to identify projects funded by donor organizations which will strengthen the global aviation infrastructure. We will continue our core activities to build and maintain bilateral and multilateral relationships, support FAA senior leadership in achieving U.S. objectives, and negotiate agreements that improve safety and efficiency worldwide. KW - Civil aviation KW - Developing countries KW - Flight plans KW - International transportation KW - Strategic planning KW - Technological innovations UR - http://www.faa.gov/about/plans_reports/media/API%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912989 ER - TY - RPRT AN - 01150333 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Government and Industry Affairs PY - 2009 SP - 4p AB - The first impression, and indeed, in some cases, the only contact Members of Congress and their staff have with the Federal Aviation Administration (FAA) is with the Office of Government and Industry Affairs. This customer-oriented office, small by comparison to most every other organization in the FAA, works directly for the Administrator, and is the principal linkage between the agency and the legislative branch of government. AGI works with other staff organizations to coordinate and present the FAA's legislative message. It is AGI that must work with other organizations within the FAA to facilitate their relations with Congress. And it is AGI that must consistently monitor and gauge the interest and needs of the members and leadership on Capitol Hill. AGI also coordinates our legislative initiatives and responses with the Department of Transportation. This kind of vigorous outreach is not limited to Congress. AGI also serves as liaison with the aviation industry, from manufacturers to carriers, and with other aviation related organizations. Additionally, AGI also serves as the principal point of contact for state and local governments. KW - Business planning KW - Communication systems KW - Customer service KW - Federal government KW - Outreach KW - Policy, legislation and regulation KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AGI%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912977 ER - TY - RPRT AN - 01150326 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Commercial Space Transportation PY - 2009 SP - 10p AB - The mission of the Federal Aviation Administration (FAA) Office of Commercial Space Transportation (AST) is to ensure protection of the public, property, and the national security and foreign interests of the United States during commercial launch or reentry activities, and to encourage, facilitate, and promote U.S. commercial space transportation. Safety is AST's top priority. To meet its safety responsibilities, AST undertakes a variety of core business functions to ensure that uninvolved persons are protected from the hazards associated with commercial space launch operations. These functions include making license and experimental permit determinations, conducting inspections of licensed and experimental permit operations, and developing rulemaking products related to commercial launch activities. AST also reviews its processes for ensuring public safety regularly as the commercial space transportation industry evolves. With a focus on the rapid evolution and complexity of new launch vehicles, AST will lead agency efforts to develop new and improved approaches to evaluate and approve safetycritical launch vehicle components and systems. Further, AST will continue to leverage partnerships with other government organizations to enhance the safety of launches occurring from both federal and non-federal launch sites. In addition to ensuring public safety, AST enables industry through a variety of activities intended to encourage, facilitate and promote the growth of U.S. commercial space transportation. AST's core business functions in this area include activities such as performing environmental projects, publishing reports on industry developments and trends, hosting stakeholder forums, and supporting development of policies that enhance the global competitiveness of the U.S. commercial space launch industry. Further, AST takes great pride in delivering timely and reliable products that meet or exceed stakeholder requirements. AST is committed to working with its stakeholders to identify approaches that will render even greater service and satisfaction, as well as cost savings. Finally, AST's greatest resource is its dedicated staff. AST strives to ensure that all of its staff members are properly trained and prepared to perform at the highest levels. KW - Aviation safety KW - Business planning KW - Civil aviation KW - Commercial space transportation KW - Flight plans KW - Space shuttles KW - Spacecraft KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AST%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912974 ER - TY - RPRT AN - 01150322 AU - Mack-Blackwell Transportation Center AU - Department of Transportation TI - Improving the Quality of Rural Life in America through Transportation. Annual Report 2008-2009 PY - 2009 SP - 28p AB - With the transition to the Obama Administration and ongoing development of a new Transportation bill, this is an exciting time to be working in the transportation field. In addition to our contribution in transportation research, Mack-Blackwell Transportation Center (MBTC) focused a great deal of effort this year on stimulating and educating our students in opportunities in transportation-related careers. Several of our students and faculty presented at national conferences which gave them opportunities to interact with other transportation professionals and witness the excitement firsthand. KW - Bridges KW - Education and training KW - Highway engineering KW - Meetings KW - Quality of life KW - Road construction KW - Rural areas KW - Rural transportation KW - Transportation careers UR - http://www.uark.edu/rd_engr/MBTC/Annual_Report_2007-2008.pdf UR - https://trid.trb.org/view/912894 ER - TY - RPRT AN - 01150319 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Aviation Safety PY - 2009 SP - 26p AB - The Associate Administrator for Aviation Safety and staff have a singular mission: to promote aviation safety in the interest of the American public and the millions of people who rely on the aviation industry for business, pleasure, and commerce. To fulfill this mission, Aviation Safety (AVS) directs and manages safety programs that fall into three primary areas: 1. Continued Operational Safety: AVS's most important function (and one that AVS will never compromise) is to ensure that existing certificate holders continue to meet the safety requirements, standards, and regulations of their original certification. AVS does this through safety surveillance and oversight programs, audits, evaluations, air traffic oversight, education and training, research, and accident/incident investigations. 2. Standards and Policy: AVS creates and amends as necessary the rules and regulations that provide the safety standards for people, organizations, and equipment operating in the U.S. civil aviation system. AVS does this through policy development, analysis, and rulemaking. 3. Certification: AVS issues initial and renews existing certificates that allow (i) people, organizations, and equipment to operate in the U.S. civil aviation system, (ii) manufacturers to build aircraft and avionics, and (iii) organizations to provide maintenance services. KW - Air transportation policy KW - Airport operations KW - Airport runways KW - Aviation safety KW - Civil aviation KW - Flight plans KW - Policy KW - Risk assessment KW - Runway incursions KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AVS%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912956 ER - TY - RPRT AN - 01150317 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Communications PY - 2009 SP - 6p AB - The Office of Communications (AOC) is responsible for the development, executive direction and overall management of the Agency's national external and internal communications programs. In addition, the office manages the corporate web management and brand identity programs. For external communications, the office works with the news media to provide the public with accurate, timely, useful and important information about the agency's goals, policies, activities and operations. As part of that mission, Communications actively promotes Federal Aviation Administration (FAA) activities that deal with Safety, Capacity, International Leadership and Organizational Excellence. For internal communications, the office works to provide employees with timely, accurate and useful information about agency activities and their jobs. The office publishes FocusFAA, the employee newsletter, maintains the employee web homepage, and uses other communications methods to keep employees apprised of news and other information relevant to their jobs. In addition, the office provides corporate communications services, including graphics and media and manages the FAA web management and corporate identity (branding) programs. KW - Air transportation KW - Aviation safety KW - Business planning KW - Civil aviation KW - Communication systems KW - Cost control KW - Information dissemination KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AOC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912975 ER - TY - RPRT AN - 01150313 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Civil Rights PY - 2009 SP - 13p AB - The Federal Aviation Administration (FAA) Office of Civil Rights (ACR) provides leadership and direction with regard to civil rights, diversity and equal opportunity matters. For the External Civil Rights Program, ACR will continue to consult with airport grant sponsors to develop goal methodologies for contracting projects and concession under the DOT Disadvantaged Business Enterprise (DBE) Program. The 2010 ACR Business Plan will focus on strategies to ensure equal opportunity by conducting compliance reviews to ensure compliance with DBE regulations as needed; and conducting consultations and trainings to make airport sponsors aware of their DBE roles and responsibilities. However, the External Civil Rights Program extends beyond the DBE program. It includes airport compliance with Americans with Disabilities Act, Title VI non-discrimination, Limited English Proficiency, Environmental Justice and other civil rights regulations. ACR will strive to position itself to increase efforts in these other areas. We will do so by implementing action plans for the external civil rights programs and identifying the most effective strategies for accomplishing our external civil rights mission. KW - Airport operations KW - Business planning KW - Civil rights KW - Cost control KW - Disadvantaged business enterprises KW - Human rights KW - Monitoring KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ACR%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912973 ER - TY - RPRT AN - 01150312 AU - Murray, D P AU - VanSuetendael, R AU - Federal Aviation Administration TI - Tool for Integrating Commercial Space Operations into the National Airspace System PY - 2009 SP - 6p AB - Potential growth in the commercial space transportation industry, coupled with an expected doubling of air traffic operations over the next 10 years, could place additional safety and capacity demands on the National Airspace System (NAS). The Space and Air Traffic Management System (SATMS) is a proposed framework of operations designed to accommodate future commercial space operations within the NAS and to provide for the additional safety considerations associated with space vehicles operating in close proximity to air traffic. This paper discusses how the FAA plans to implement this strategy by developing a new decision support tool (DST) that will help air traffic controllers to manage a diverse mix of aircraft and space vehicles operating in shared airspace. KW - Air traffic control KW - Air traffic controllers KW - Air transportation KW - Airspace (Aeronautics) KW - Aviation safety KW - Commercial space transportation KW - Decision support systems UR - http://www.faa.gov/about/office_org/headquarters_offices/ast/reports_studies/media/AIAA-2006-6378-450.pdf UR - https://trid.trb.org/view/913028 ER - TY - RPRT AN - 01150297 AU - Department of Transportation TI - Motorcoach Safety Action Plan PY - 2009 SP - 56p AB - Motorcoach travel is a very safe mode of highway transportation in the United States, transporting 750 million passengers per year. Despite this, over the past 10 years, motorcoach crashes have resulted in an average of 19 motorcoach occupant fatalities per year. Additional fatalities result each year among the pedestrians, drivers, and passengers of other vehicles involved in these crashes. Each of these fatalities is a tragedy that the Department strives to prevent. The transportation of passengers is the highest safety priority in the Department, requiring added vigilance. On April 30, 2009, Secretary Ray LaHood directed the heads of the agencies with responsibility for highway, vehicle, and transit safety within the Department of Transportation to develop an integrated Motorcoach Safety Action Plan. The Secretary directed the agencies to take a fresh look at motorcoach safety issues, identify actions to address outstanding safety problems, and develop an aggressive multi-agency schedule to implement those actions. Based on analysis of the safety data, the Department assessed causes and contributing factors for motorcoach crashes, fatalities, and injuries, and identified opportunities to enhance motorcoach safety. As described in this action plan, DOT will pursue an integrated strategy addressing a range of issues. These include driver errors resulting from fatigue, distraction, medical condition, and experience; crash avoidance technologies; vehicle maintenance and safety; carrier compliance; and measures to protect occupants in the event of a crash such as seat belts, roof strength, fire safety, and emergency egress. DOT expects this strategy to result in a reduction in the number of motorcoach crashes and fatalities and injuries resulting from those crashes. KW - Bus crashes KW - Bus transportation KW - Buses KW - Crash injuries KW - Fatalities KW - Fatigue (Physiological condition) KW - Passenger transportation KW - Public transit UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/reports/HS811177.pdf UR - https://trid.trb.org/view/913020 ER - TY - RPRT AN - 01150285 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Aviation Policy, Planning and Environment PY - 2009 SP - 20p AB - The Office of Aviation, Policy, Planning, and Environment (AEP) provides critical support to the Administrator and FAA organizations in two major program areas: (1) Planning and policy development (2) Environment and energy programs development and management AEP's focus in these program areas includes internal, domestic, and international aspects. Internally, AEP staffs the Administrator on policy issues. In addition, AEP is the focal point for all agency strategic and business planning, and staffs two Congressionallymandated agency oversight bodies: the Management Advisory Council and Air Traffic Services Committee. KW - Air traffic control KW - Air transportation policy KW - Airports KW - Civil aviation KW - Economic analysis KW - Planning KW - Policy KW - Statistical analysis UR - https://www.faa.gov/about/plans_reports/media/AEP%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912955 ER - TY - RPRT AN - 01150284 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Air Traffic Organization PY - 2009 SP - 154p AB - The Air Traffic Organization's (ATO) Fiscal Year 2010 Business Plan has been developed through a structured process, targeted both to respond to the Administrator's latest FAA Flight Plan initiatives and to meet the challenges posed by the turbulent environment in which the ATO will operate over the next five years. ATO is poised to perform with rigor and to work with our customers and stakeholders to meet their most urgent needs by leveraging our strengths through globalization and innovation. Using a disciplined approach, we have identified the five strategic multi-year focus areas we must follow to be successful and operate effectively. KW - Air Traffic Organization KW - Air transportation KW - Air transportation crashes KW - Airport capacity KW - Aviation safety KW - Flight plans KW - Strategic planning KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ATO%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912952 ER - TY - RPRT AN - 01150283 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Financial Services PY - 2009 SP - 22p AB - The Office of the Assistant Administrator for Financial Services/Chief Financial Officer (ABA) serves as the Federal Aviation Administration's (FAA) primary resource steward. Our team has responsibility for managing the agency's $16 billion budget, overseeing and maintaining financial systems, financial policy, financial reporting and spearheading cost efficiency as well as government-wide management reforms to ensure resources are managed with integrity. ABA's key strategic efforts are anchored in the FAA's Flight Plan under the 'Organizational Excellence' goal. We lead the agency's efforts to achieve the Cost Control Program and Clean Audit Performance Targets. By providing FAA's Lines of Business (LOB) and Staff Offices (SO) with an effective management environment and key business tools and resources, we indirectly support the organization's Increase Safety, Greater Capacity, and International Leadership goals. KW - Auditing KW - Business planning KW - Cost accounting KW - Cost control KW - Financial analysis KW - Financial management KW - Flight plans KW - U.S. Federal Aviation Administration UR - https://www.faa.gov/about/plans_reports/media/ABA%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912976 ER - TY - RPRT AN - 01150274 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Airports PY - 2009 SP - 20p AB - As an organization, the Office of Airports (ARP) provides leadership to the aviation and airport industries in planning and developing a safe and efficient national airport system to satisfy the needs of U.S. aviation interests, with due consideration for economics, environmental compatibility, local proprietary rights, and safeguarding the public investment. We do this by providing grants to airports to assist in development of airports, regulating and inspecting commercial service airports under Part 139 of the Federal Aviation Regulations, developing engineering standards for airport design, lighting and marking, aircraft rescue and firefighting, wildlife hazard mitigation, and pavement design and construction. We are focused on improving runway safety and have key initiatives underway for improving runway safety areas to the extent practicable and for reducing runway incursions by improving airport lighting and marking. In addition we conduct a research and development program to develop new engineering specifications and guidance, and provide international leadership at the International Civil Aviation Organization (ICAO) on airport issues. KW - Air transportation crashes KW - Airport Improvement Program KW - Airport runways KW - Airports KW - Civil aviation KW - Compliance KW - Flight plans KW - General aviation KW - Runway incursions KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/ARP%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912954 ER - TY - RPRT AN - 01150267 AU - Federal Aviation Administration TI - Federal Aviation Administration Fiscal Year 2010 Business Plan: Chief Counsel PY - 2009 SP - 15p AB - The Office of the Chief Counsel (AGC) furnishes legal services to the Federal Aviation Administration (FAA) Administrator and all agency organizations worldwide. Our primary functions are providing legal advice, reviewing agency action for legal sufficiency, and providing representational services. AGC's principal legal practice areas include: rulemaking, regulatory enforcement, acquisition and commercial law, airport and environmental law, personnel and labor law, tort and other administrative litigation, international law, legislation and laws applicable generally to the executive branch (e.g., Ethics, Freedom of Information Act (FOIA) and Privacy Act compliance). AGC attorneys represent the agency in a variety of forums, including the National Transportation Safety Board (NTSB), the Merit Systems Protection Board (MSPB), the Equal Employment Opportunity Commission (EEOC), Department of Transportation Administrative Law Judges, and the United States federal courts. AGC also works closely with the Office of the General Counsel of the Department of Transportation on issues that are common to modal administrations or that are of national significance to the aviation industry. In addition to traditional legal services, AGC is responsible for two distinct internal FAA adjudicative functions and the agency's dispute resolution function. First, the Office of Dispute Resolution for Acquisition (ODRA), serves as the Administrator's adjudicatory body in acquisition-related matters. Second, a discrete segment of the office supports the FAA's civil penalty adjudication function by serving as a confidential advisor to the Administrator in his capacity as the Civil Penalty Program Decision-maker. (Title 49, United States Code, S 46301). AGC also houses the FAA's Dispute Resolution Specialist, who is responsible for implementing the provisions of the Administrative Dispute Resolution Act within the entire agency. KW - Aviation KW - Business planning KW - Civil aviation KW - Civil rights KW - Law enforcement KW - Legal factors KW - Legislation KW - Policy KW - Regulations KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/about/plans_reports/media/AGC%20Business%20Plan%20with%20Cover.pdf UR - https://trid.trb.org/view/912972 ER - TY - RPRT AN - 01148591 AU - Ghaman, Raj AU - Federal Highway Administration TI - Next-Generation Smart Traffic Signals: RHODES(NG) With Intellidrive(SM)—the Self-Taught Traffic Control System PY - 2009 SP - 2p AB - Can a self-calibrating signal control system lead to wider adoption of adaptive traffic control systems? The focus of “Next Generation of Smart Traffic Signals,” an Exploratory Advanced Research (EAR) Program project, is a system that —with little human intervention—continuously monitors, learns, predicts, and responds to traffic demands and conditions with optimal signal timing for prevailing conditions. Launched by the Federal Highway Administration (FHWA) in 2007, the study is being conducted by Arizona State University in Phoenix. KW - Adaptive control KW - Highway traffic control KW - Highway traffic control systems KW - IntelliDrive (Program) KW - Self organizing systems KW - Smart traffic signals KW - Traffic signal timing UR - http://ntl.bts.gov/lib/31000/31400/31409/FHWA-HRT-09-063.pdf UR - https://trid.trb.org/view/908314 ER - TY - RPRT AN - 01148586 AU - Meininger, Richard AU - Federal Highway Administration TI - Crack-Resistant Concrete: Maximizing the Service Life of Transportation Infrastructure PY - 2009 SP - 2p AB - Crack-free concrete? Although much progress has been made in reducing concrete’s propensity to crack, the goal remains elusive. A novel approach to this problem is the focus of “High-Performance Stress-Relaxing Cementitious Composites for Crack-Free Pavements and Transportation Structures,” an Exploratory Advanced Research (EAR) Program project launched by the Federal Highway Administration (FHWA) in 2008 and conducted at Texas A&M University’s Texas Transportation Institute. This project will prove successful if it is able to make a concrete that is 50 percent less likely to crack in a typical concrete transportation infrastructure under typical service conditions. KW - Composite materials KW - Concrete pavements KW - Cracking of concrete pavements KW - Cracking resistance KW - Durability KW - Infrastructure KW - Service life UR - http://ntl.bts.gov/lib/31000/31400/31406/FHWA-HRT-09-065.pdf UR - https://trid.trb.org/view/908291 ER - TY - RPRT AN - 01148565 AU - Adams, Mike AU - Federal Highway Administration TI - Real-Time Measurement of Soil Stiffness During Static Compaction PY - 2009 SP - 2p AB - Is continuous sensing of soil properties during static pad foot roller compaction achievable? A new pad-based, roller-integrated system for real-time measurement of the elastic modulus of fine- and mixed-grain soils is the goal of “Development of Soil Stiffness Measuring Device for Pad Foot Roller Compactor,” a project of the Federal Highway Administration’s (FHWA’s) Exploratory Advanced Research (EAR) Program. Initiated in 2008, the study is being conducted by the Colorado School of Mines with the participation of roller manufacturers and the Colorado and Minnesota Departments of Transportation. KW - Measurement KW - Modulus of elasticity KW - Real time information KW - Soil compaction KW - Soils KW - Stiffness UR - http://ntl.bts.gov/lib/31000/31400/31408/FHWA-HRT-09-047.pdf UR - https://trid.trb.org/view/908312 ER - TY - RPRT AN - 01148561 AU - Rice, Ed AU - Federal Highway Administration TI - Low-Cost Safety Enhancements for Stop-Controlled and Signalized Intersections PY - 2009 SP - 20p AB - A systematic approach involving the application of low-cost, effective countermeasures at a large number of intersections which are experiencing crashes can collectively reduce substantive numbers of statewide intersection crashes and fatalities. Intersections with crash experience are defined as those with crash levels at or above defined crash level thresholds, (usually described in terms of number of crashes per intersection occurring over a 5-year period) where the application of the low-cost countermeasure will be cost effective. Most intersections experiencing crashes meet the minimum Manual on Uniform Traffic Control Devices (MUTCD) standards, but added countermeasures are needed to reduce future crash potential. The purpose of this document is to present information on suggested effective, low-cost intersection countermeasures developed using intersection safety research results and input from an intersection safety expert panel. These low-cost countermeasures can be applied to a large number of intersections with a high frequency of crashes using a systematic approach. The net impact of such an approach can produce significant reductions in statewide intersection crashes, fatalities, and serious injuries. Low-cost countermeasures are defined as those ranging from $1,000 to $50,000 per intersection. KW - Countermeasures KW - Friction KW - High risk locations KW - Highway safety KW - Improvements KW - Low cost KW - Road markings KW - Signalized intersections KW - Speed KW - Stop-controlled intersections KW - Street lighting KW - Traffic signs UR - http://ntl.bts.gov/lib/31000/31400/31412/FHWA-SA-09-020.pdf UR - https://trid.trb.org/view/908316 ER - TY - RPRT AN - 01148553 AU - Gardner, Brian AU - Federal Highway Administration TI - Integrated Urban Systems Modeling: Designing a Seamless, Comprehensive Approach to Transportation Planning PY - 2009 SP - 2p AB - Metropolitan planning agencies face increasingly complex issues in modeling interactions between the built environment and multimodal transportation systems. Although great strides have been made in simulating land use, travel demand, and traffic flow, gaining the ability to model urban systems across these phenomena would be a revolutionary advance. This challenge is the focus of “Modeling the Urban Continuum in an Integrated Framework: Location Choice, Activity Travel Behavior, and Dynamic Traffic Patterns,” an Exploratory Advanced Research (EAR) Program project launched by the Federal Highway Administration (FHWA) in 2008. KW - Integrated urban models KW - Multimodal transportation KW - Residential location KW - Traffic patterns KW - Transportation modeling KW - Transportation planning KW - Travel behavior KW - Urban transportation UR - http://ntl.bts.gov/lib/31000/31400/31407/FHWA-HRT-09-042.pdf UR - https://trid.trb.org/view/908311 ER - TY - RPRT AN - 01146807 AU - Zolnik, Edmund J AU - Sutter, Ryan AU - George Mason University AU - Research and Innovative Technology Administration TI - Innovation in Government: Workforce Practices PY - 2009///Final Research Report SP - 26p AB - A review of the literature on innovation within government provides detailed case studies on innovative practices adopted by transportation agencies across the U.S. These case studies focus on operational innovations adopted by transportation agencies, particularly innovative workforce practices, rather than policy innovations applicable to the broader transportation industry. After reviewing two anecdotal examples of innovations to expand and maintain transportation infrastructure, the discussion shifts to five different case studies on innovative transportation workforce practices. These innovative practices target the following workforce challenges which state departments of transportation (DOTs) are currently confronting: recruitment; retention; staff development; organizational change; and succession planning. The case studies provide specific examples of how innovation occurs in state DOTs. KW - Innovation KW - Labor force KW - Organizational change KW - Personnel development KW - Personnel retention KW - Selection and appointment KW - State departments of transportation KW - Succession management UR - https://trid.trb.org/view/906921 ER - TY - RPRT AN - 01146806 AU - High, Jack AU - George Mason University AU - Research and Innovative Technology Administration TI - Value-Based Investing for Government Infrastructure: Financing Virginia's Roads PY - 2009///Final Research Report SP - 42p AB - It is more difficult for government agencies to invest wisely than it is for business firms; bureaus usually do not generate revenue from their investments, so they do not have the price system to guide them. This disadvantage can be overcome by using economic value estimates in place of actual prices. Value estimates can be calculated by finding the market prices of similar services and adjusting them to new circumstances. The author did this for two construction projects proposed by the Virginia Department of Transportation. Using California's 91 ExpressLanes as a reference value, he was able to calculate value estimates for I-81 in Roanoke and I-66 in Fairfax. Using these estimates, he was able to discover how much revenue could be generated from each investment. $7 million in gross revenues could be generated yearly from the I-581 project; $38 million in gross revenues could be generated yearly from the I-66 project. Since the costs of these two projects are about equal, investing in I-66 generates considerably more value than investing in I-581. By creating a Bureau of Economic Value Estimation and giving it the power to prioritize road investments, the Virginia legislature could institutionalize the efficient investment of its scarce capital resources in roads, thus furthering growth at home and serving as a model for other States, KW - Financing KW - Highways KW - Investments KW - Revenues KW - Road construction KW - Road pricing KW - Value engineering KW - Virginia UR - https://trid.trb.org/view/906932 ER - TY - RPRT AN - 01146776 AU - Button, Kenneth AU - Hardy, Matthew AU - Doh, Soogwan AU - Yuan, Junyang AU - Zhou, Xin AU - George Mason University AU - Research and Innovative Technology Administration TI - Transit Forecasting Accuracy: Ridership Forecasts and Capital Cost Estimates PY - 2009///Final Research Report SP - 24p AB - In 1992, Pickrell published a seminal piece examining the accuracy of ridership forecasts and capital cost estimates for fixed-guideway transit systems in the U.S. His research created heated discussions in the transit industry regarding the ability of transit planners to properly plan large-scale transit systems. Since then, evidence has arisen to suggest that ridership forecasting and capital cost estimation of both new transit systems and extensions to existing transit systems has improved. However, no statistical analysis has been conducted of U.S. transit systems to determine this. This research fills this gap in the literature by examining 47 fixed-guideway transit projects planned in the U.S. between 1972 and 2005 to see whether or not Pickrell Effect can be observed whereby ridership forecasting and capital cost estimations improved due to Pickrell's work. KW - Capital costs KW - Cost estimating KW - Fixed guideway transit KW - Forecasting KW - Public transit KW - Rail transit KW - Ridership UR - http://ntl.bts.gov/lib/31000/31300/31361/Transit_Forecasting.pdf UR - https://trid.trb.org/view/906917 ER - TY - RPRT AN - 01145985 AU - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2008: A Compilation of Motor Vehicle Crash Data from the Fatality Analysis Reporting System and the General Estimates System PY - 2009 SP - 230p AB - This annual report presents descriptive statistics about traffic crashes of all severities, from those that result in property damage to those that result in the loss of human life. Information from two of the National Highway Traffic Safety Administration's (NHTSA's) primary data systems has been combined to create a single source for motor vehicle crash statistics. These two data systems are the Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System General Estimates System (GES). The report is presented in five chapters and three appendices. Chapter 1, "Trends," presents data from all years of FARS (1975 through 2008) and GES (1988 through 2008). The remaining chapters present data only from 2008. Chapter 2, “Crashes,” describes general characteristics of crashes, such as when and how often they occurred, where they occurred, and what happened during the crash. Chapter 3, “Vehicles,” concentrates on the types of vehicles involved in crashes and the damage to the vehicles. Chapter 4, “People,” is the largest chapter of this report, with statistics about drivers, passengers, pedestrians, and pedalcyclists. The last chapter of the report, “States,” contains information about crashes for each State, the District of Columbia, and Puerto Rico. Terms used throughout the report are defined in the Glossary. Appendix A contains FARS Data Elements, Appendix B GES Data Elements, and Appendix C GES Technical Notes. An index is provided. KW - Crash characteristics KW - Crash injuries KW - Cyclists KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Loss and damage KW - National Automotive Sampling System KW - Passengers KW - Pedestrians KW - Property damage KW - States KW - Statistics KW - Tables (Data) KW - Traffic crashes KW - Traffic safety KW - Trend (Statistics) KW - United States KW - Vehicles UR - http://www-nrd.nhtsa.dot.gov/Pubs/811170.PDF UR - http://ntl.bts.gov/lib/43000/43400/43470/811170.pdf UR - https://trid.trb.org/view/906662 ER - TY - RPRT AN - 01145311 AU - National Highway Traffic Safety Administration TI - Novice Teen Driver Education and Training Administrative Standards PY - 2009 SP - 151p AB - The Novice Teen Driver Education and Training Administrative Standards set forth in this document serve to guide all novice teen driver education and training programs in States striving to provide quality, consistent driver education and training. While noting that administering education standards and policies are a State’s right, these standards were created to serve as an anchor for State policies on driver education and training with the following understandings: (1) The goal of driver education and training is to transfer knowledge, develop skills, and enhance the disposition of the teen, so he/she can perform as a safe and competent driver, thereby contributing to the reduction of crashes, fatalities, and injuries. (2) Driver education and training should be an integral part of the GDL system. (3) Driver development should be a lifelong learning process. (4) Driver education and training should be a phased education process. (5) Driver education and training standards should help an organization be successful in administering and/or providing quality and uniform driver education and training, consistent with the latest advances in methodology, subject matter, and technology. (6) Any standard promulgated for driver education and training must be supported with a communication strategy for all stakeholders. KW - Curricula KW - Driver education KW - Highway safety KW - Novices KW - Standards KW - Teenage drivers UR - http://ntl.bts.gov/lib/31000/31100/31169/5985-10-09-09-v3.pdf UR - https://trid.trb.org/view/905412 ER - TY - RPRT AN - 01145043 AU - Federal Highway Administration AU - Alabama Department of Transportation AU - Arizona Department of Transportation AU - California Department of Transportation AU - Florida Department of Transportation AU - Louisiana Department of Transportation and Development AU - Mississippi Department of Transportation AU - New Mexico Department of Transportation AU - Texas Department of Transportation TI - I-10 National Freight Corridor Study Phase II Report / Corridor ITS Architecture PY - 2009///Final Report SP - 445p AB - The Interstate 10 National Freight Corridor extends across the eight states that form the southern boundary of the contiguous 48 states. From west to east, the corridor crosses parts of California, Arizona, New Mexico, Texas, Louisiana, Mississippi, Alabama, and Florida. Four of the states form the entire land border between the United States and Mexico. The corridor passes through at least one metropolitan area in each of the eight states. Phase I of the study sought to gather information about freight movement, inventory the physical condition of the interstate, identify operational problems for all motorists on I-10, and determine what improvements can be made to ease congestion and enhance safety. Phase II of the study was initiated to build on the previous effort, assisting the corridor states in their transition from a pooled fund status into a formal corridor coalition. To accomplish this goal, Phase II focuses on the development of an initial intelligent transportation systems (ITS) program and architecture. The primary intent was that by creating a corridor-wide ITS architecture, the states would have 1) a process to bind them, 2) a means of seeking additional funding, and 3) the ability to implement improvements quickly. The study focus remains on goods movement and therefore addresses those ITS elements that are relevant to freight. This does include some more general congestion relief and incident management issues, which greatly affect freight. KW - Alabama KW - Arizona KW - California KW - Florida KW - Freight traffic KW - Highway corridors KW - Highway operations KW - Intelligent transportation systems KW - Interstate highways KW - Louisiana KW - Mississippi KW - New Mexico KW - System architecture KW - Texas KW - Truck traffic KW - Trucking UR - http://www.i10icm.com/uploads/8/9/7/2/8972455/i-10_phase_ii_corridor_final_report.pdf UR - https://trid.trb.org/view/905340 ER - TY - RPRT AN - 01144485 AU - Research and Innovative Technology Administration TI - United States Department of Transportation Research, Development, Demonstration, & Deployment Roadmap for Hydrogen Vehicles & Infrastructure to Support a Transition to a Hydrogen Economy PY - 2009 SP - 42p AB - The U.S. Department of Transportation (DOT) Hydrogen Roadmap is the guiding document for the DOT Hydrogen Safety Research, Development, Demonstration, and Deployment (RDD&D) programs. It outlines the roles and activities of each participating operating administration and their parallel efforts within the DOT. The Roadmap also serves as an outreach document for communication, coordination, and collaboration with other Federal agencies, industry, the public, and Congress. The Roadmap began as an initiative of the DOT Hydrogen Working Group. It was developed with input from senior staff of all the participating DOT operating administrations: the Research and Innovative Technology Administration (RITA), Pipeline and Hazardous Materials Safety Administration (PHMSA), National Highway Traffic Safety Administration (NHTSA), Federal Motor Carrier Safety Administration (FMCSA), Federal Railroad Administration (FRA), Federal Aviation Administration (FAA), Maritime Administration (MARAD) and the Secretary’s Policy Office. The Department of Energy’s recommendations were also solicited, and are included. The Roadmap delineates four major topic areas: 1) Safety Codes, Standards, and Regulations; 2) Infrastructure Development and Deployment; 3) Safety Education, Outreach, and Training; and 4) Medium- and Heavy-Duty Vehicle Development, Demonstration, and Deployment. The Roadmap illustrates the paths and timeframes necessary to enable a successful hydrogen infrastructure for the transportation enterprise. It also responds to the internal need to coordinate and share information among the various DOT operating administrations, and to provide other Federal agencies with an understanding of DOT’s hydrogen program roles and funding requirements. Finally, the Roadmap provides a concise and consistent document for future program direction. KW - Alternate fuels KW - Demonstration projects KW - Department of Transportation KW - Deployment KW - Development KW - Heavy duty vehicles KW - Hydrogen fuels KW - Infrastructure KW - Interagency relations KW - Research KW - Transportation safety KW - Vehicles UR - http://hydrogen.dot.gov/publications/hydrogen_roadmap/pdf/entire.pdf UR - https://trid.trb.org/view/903988 ER - TY - RPRT AN - 01143754 AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Operating Guidelines for TxDOT Ramp Control Signals PY - 2009 SP - 74p AB - The Texas Department of Transportation (TxDOT) currently maintains a "Traffic Signals Manual." Originally published in 1999, this manual provides a guide and reference for handling requests for traffic signals on the designated State Highway System, including installations financed by federal funds and installed on the numbered State Highway System. It describes the steps necessary for installing a traffic signal, from project inception through construction and final disposition of records. It contains five chapters: Introduction, Requests for Traffic Signal, Traffic Studies, Operational Considerations, and Traffic Signal Projects. It also contains two appendices: one that contains the forms necessary to warrant and install a traffic signal on TxDOT roadways and another for determining the need for traffic control at school crossings. The manual is available online at http://onlinemanuals.txdot.gov/txdotmanuals/tff/index.htm. This document is a product of TxDOT Research Project 0-5294, Warrants for Installing and Operating Ramp Metering. It provides guidelines for installing, operating, and maintaining ramp control signals on TxDOT roadways. These guidelines were written with the intent of becoming a new chapter in TxDOT’s "Traffic Signals Manual." KW - Guidelines KW - Installation KW - Operation and maintenance KW - Ramp metering KW - Texas KW - Warrants (Traffic control devices) UR - http://tti.tamu.edu/documents/0-5294-P1.pdf UR - https://trid.trb.org/view/904187 ER - TY - RPRT AN - 01143739 AU - Federal Highway Administration TI - Highway Statistics 2007 PY - 2009 SP - 266p AB - This publication brings together annual series of selected statistical tabulations relating to highway transportation in four major areas: (1) highway infrastructure and users; (2) motor vehicles and fuel; (3) highway finance--the receipts and expenditures for highways by public agencies; and (4) highway performance--the extent, characteristics, condition, and use of the public highways, roads, and streets in the Nation. KW - Finance KW - Fuels KW - Highways KW - Infrastructure KW - Motor vehicles KW - Statistics KW - System performance KW - Tables (Data) KW - Travelers KW - United States UR - http://www.fhwa.dot.gov/policyinformation/statistics/2007/2007_hwy_statistics.pdf UR - https://trid.trb.org/view/903992 ER - TY - RPRT AN - 01143734 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Young Drivers PY - 2009 SP - 6p AB - There were 205.7 million licensed drivers in the United States in 2007 (2008 data not available). Young drivers, between 15 and 20 years old, accounted for 6.4% (13.2 million) of the total, a 4.8% increase from the 12.6 million young drivers in 1997. In 2008, 5,864 15- to 20-year-old drivers were involved in fatal crashes – a 27% decrease from the 7,987 involved in 1998. Driver fatalities for this age group decreased by 20% between 1998 and 2008. For young males, driver fatalities decreased by 19%, compared with a 24% decrease for young females. Motor vehicle crashes are the leading cause of death for 15- to 20-year-olds (based on 2005 figures, which are the latest mortality data currently available from the National Center for Health Statistics). In 2008, 2,739 15- to 20-year-old drivers were killed and an additional 228,000 were injured in motor vehicle crashes. In 2008, 12% (5,864) of all drivers involved in fatal crashes (50,186) were young drivers age 15 to 20 years old, and 14% (1,429,000) of all drivers involved in police-reported crashes (10,081,000) were young drivers. Additional statistics on young driver involvement in fatal crashes in 2008 are provided in this traffic safety fact sheet. KW - Crash injuries KW - Fatalities KW - Gender KW - Statistics KW - Teenage drivers KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811169.PDF UR - https://trid.trb.org/view/903978 ER - TY - RPRT AN - 01142611 AU - Kittelson and Associates, Incorporated AU - Federal Highway Administration TI - Traffic Signal Timing Manual: Institute of Transportation Engineers Edition SN - 9781933452487 PY - 2009///ITE Edition SP - 261p AB - This "Traffic Signal Timing Manual" (TSTM) is intended to be a comprehensive guide to the traffic signal timing engineer and technician on traffic signal control logic principles, practices, and procedures. The TSTM presents a synthesis of traffic signal timing concepts, analytical procedures, and applications based on North American practice in a single publication. The manual also presents a framework for evaluating traffic signal timing applications related to maintenance and operations. The manual is organized into nine chapters that can be broadly described by four basic parts: Part 1 - Policy, Planning, and Funding Considerations (Chapter 2); Part 2 - Fundamental Concepts of Capacity (Chapter 3) and Traffic Signal Design (Chapter 4); Part 3 - Signal Timing Concepts, Guidelines, and Application and Coordination Plan Development (Chapters 5, 6, and 7); and Part 4 - Maintenance of Timing (Chapter 8) and Advanced Topics (Chapter 9). KW - Financing KW - Guidelines KW - Highway capacity KW - Manuals KW - Planning KW - Policy KW - State of the practice KW - Technological innovations KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/903034 ER - TY - RPRT AN - 01142521 AU - Department of Transportation TI - PHMSAs Process for Granting Special Permits and Approvals for Transporting Hazardous Materials Raises Safety Concerns. Statement of The Honorable Calvin L. Scovel III Inspector General US Department of Transportation PY - 2009 SP - 14p AB - Pipeline and Hazardous Material Safety Administration (PHMSA) is the lead agency responsible for regulating the safe transport of hazardous materials, including explosive, poisonous, corrosive, flammable, and radioactive substances. PHMSA regulates up to 1 million daily movements of hazardous materials, totaling up to 20 percent of all freight tonnage shipped each year in the United States. The FAA, Federal Motor Carrier Safety Administration (FMCSA), and Federal Railroad Administration (FRA) also oversee and enforce regulations for their respective industries. Many hazardous materials are transported under the terms and conditions of special permits and approvals. Special permits and approvals allow a company or individual to transport, package, or ship hazardous materials in a manner that varies from the regulations, provided they meet two key criteria for authorization. KW - Freight traffic KW - Hazardous materials KW - Hazards and emergency operations KW - Highway transportation KW - Permits KW - Regulations KW - Safety KW - U.S. Pipeline and Hazardous Materials Safety Administration UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/CC_2009_096.pdf UR - https://trid.trb.org/view/902880 ER - TY - RPRT AN - 01142493 AU - Federal Transit Administration TI - Highlights of the Federal Transit Administration's Impact on Public Transportation in the United States PY - 2009 SP - 24p AB - The Federal Transit Administration’s (FTA's) capital investments in rail, bus, and other public transportation systems over the last 25 years have been vitally important to the nation's fastest-growing metropolitan areas, small- and mid-sized cities, and rural communities that previously lacked any transit options. These systems create links among home, school, work, recreational areas, and other important destinations. KW - Bus transportation KW - Capital investments KW - Metropolitan areas KW - Public transit KW - Railroad transportation KW - Transit operating agencies KW - U.S. Federal Transit Administration KW - United States UR - http://www.fta.dot.gov/documents/FtaImpactBookZ.pdf UR - https://trid.trb.org/view/902727 ER - TY - RPRT AN - 01142465 AU - Carroll, A A AU - Haines, M J AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - 2003 Highway-Rail Grade Crossing Safety Research Needs Workshop. Volume 2: Appendices PY - 2009///Final Report SP - 172p 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 - Workshops UR - http://www.fra.dot.gov/Elib/Document/376 UR - http://ntl.bts.gov/lib/34000/34500/34527/DOT-VNTSC-FRA-07-07-II.pdf UR - https://trid.trb.org/view/902707 ER - TY - RPRT AN - 01142078 AU - Andersen, Carl AU - Federal Highway Administration TI - Seeing in the Dark: Improving Understanding of Driver Visibility Requirements at Night PY - 2009 SP - 2p AB - What visual cues aid drivers the most as they drive at night? Advancing knowledge and understanding of how drivers acquire and act on visual information while driving at night is the goal of an Exploratory Advanced Research Program project, and a discussion of this issue is also presented in this brief paper. KW - Drivers KW - Highway safety KW - Night visibility KW - Night vision KW - Nighttime driving UR - http://www.fhwa.dot.gov/advancedresearch/pubs/seedarkear.pdf UR - http://ntl.bts.gov/lib/30000/30800/30891/FHWA-HRT-09-024.pdf UR - https://trid.trb.org/view/902323 ER - TY - RPRT AN - 01142040 AU - Ferlis, Bob AU - Federal Highway Administration TI - Increasing Highway Throughput: Communications and Control Technologies to Improve Traffic Flow PY - 2009 SP - 2p AB - How can the new capabilities of intelligent vehicles and highway infrastructure be used to reduce congestion and effectively increase highway capacity? This question is the focus of and Exploratory Advanced Research Program project, and it is explored in this brief paper. KW - Communication and control KW - Congestion mitigation KW - Highway capacity KW - Intelligent transportation systems KW - Traffic congestion KW - Traffic flow UR - http://www.fhwa.dot.gov/advancedresearch/pubs/highway.pdf UR - http://ntl.bts.gov/lib/30000/30800/30890/FHWA-HRT-09-037.pdf UR - https://trid.trb.org/view/902321 ER - TY - RPRT AN - 01141651 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Large Trucks PY - 2009 SP - 5p AB - In 2008, 380,000 large trucks (gross vehicle weight rating greater than 10,000 pounds) were involved in traffic crashes in the United States; 4,066 were involved in fatal crashes. A total of 4,229 people died (11% of all the traffic fatalities reported in 2008) and an additional 90,000 were injured in those crashes. In 2007, large trucks accounted for 4% of all registered vehicles and 7% of total vehicle miles traveled (2008 registered vehicle and vehicle miles traveled data not available). In 2008, large trucks accounted for 8% of all vehicles involved in fatal crashes and 4% of all vehicles involved in injury and property-damage-only crashes. One out of nine traffic fatalities in 2008 resulted from a collision involving a large truck. Additional statistics on the involvement of large trucks in fatal and injury crashes in 2008 are provided in this traffic safety fact sheet. KW - Crash injuries KW - Fatalities KW - Heavy duty trucks KW - Property damage KW - Registrations KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - Truck crashes KW - Trucks KW - United States KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811158.PDF UR - https://trid.trb.org/view/902000 ER - TY - RPRT AN - 01141648 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Bicyclists and Other Cyclists PY - 2009 SP - 5p AB - Bicyclists and other cyclists include riders of two-wheel nonmotorized vehicles, tricycles, and unicycles powered solely by pedals. Throughout this fact sheet the term pedalcyclists is used to identify these cyclists. The first automobile crash in the United States occurred in New York City in 1896, when a motor vehicle collided with a pedalcycle rider (Famous First Facts, by Joseph Kane). About 53,000 pedalcyclists have died in traffic crashes in the United States since 1932 — the first year in which estimates of pedalcyclist fatalities were recorded. The 350 pedalcyclists killed in 1932 accounted for 1.3% of the 27,979 persons who died in traffic crashes that year. In 2008, 716 pedalcyclists were killed and an additional 52,000 were injured in traffic crashes. Pedalcyclist deaths accounted for 2% of all traffic fatalities, and pedalcyclists made up 2% of all the people injured in traffic crashes during the year. The number of pedalcyclist fatalities in 2008 is 6% lower than the 760 fatalities reported in 1998. The highest number of pedalcyclist fatalities ever recorded in the Fatality Analysis Reporting System (FARS) was 1,003 in 1975. Pedalcyclists accounted for 14% of all nonoccupant traffic fatalities in 2008. Additional statistics on pedalcyclist fatalities and injuries in 2008 are provided in this traffic safety fact sheet. KW - Bicycle crashes KW - Crash injuries KW - Cyclists KW - Fatalities KW - Fatality Analysis Reporting System KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811156.PDF UR - https://trid.trb.org/view/901999 ER - TY - RPRT AN - 01140926 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Older Population PY - 2009 SP - 6p AB - This fact sheet focuses on the older population in the United States which includes all people age 65 and older. In 2008, 13% of the total U.S. resident population (34 million) were people age 65 and older. There were 31 million older licensed drivers in 2007 — a 19% increase from 1997. In contrast, the total number of licensed drivers increased by only 13% from 1997 to 2007. Older drivers made up 15% of all licensed drivers in 2007, compared with 14% in 1997. In 2008, 183,000 older individuals were injured in traffic crashes, accounting for 8% of all the people injured in traffic crashes during the year. These older individuals made up 15% of all traffic fatalities, 14% of all vehicle occupant fatalities, and 18% of all pedestrian fatalities. Most traffic fatalities involving older drivers in 2008 occurred during the daytime (80%), occurred on weekdays (72%), and involved other vehicles (69%). Additional statistics on older pedestrian and older driver accident involvement and traffic fatalities in 2008 are provided in this traffic safety fact sheet. KW - Aged KW - Aged drivers KW - Crash injuries KW - Fatalities KW - Pedestrian-vehicle crashes KW - Statistics KW - Time of crashes KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811161.PDF UR - https://trid.trb.org/view/901208 ER - TY - RPRT AN - 01140924 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Overview PY - 2009 SP - 12p AB - Motor vehicle travel is the primary means of transportation in the United States, providing an unprecedented degree of mobility. Yet for all its advantages, deaths and injuries resulting from motor vehicle crashes are the leading cause of death for people of every age from 3 through 34 (based on 2006 data). Traffic fatalities accounted for more than 90 percent of transportation-related fatalities. In 2008, 37,261 people were killed in the estimated 5,811,000 police-reported motor vehicle traffic crashes, 2,346,000 people were injured, and 4,146,000 crashes involved property damage only. This overview fact sheet contains statistics on motor vehicle fatalities based on data from the Fatality Analysis Reporting System (FARS). Crash and injury statistics are based on data from the General Estimates System (GES). KW - Crash injuries KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - Property damage KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/811162.PDF UR - https://trid.trb.org/view/901205 ER - TY - RPRT AN - 01140922 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2008 Data: Alcohol-Impaired Driving PY - 2009 SP - 6p AB - Traffic fatalities in alcohol-impaired-driving crashes decreased nearly 10% from 13,041 in 2007 to 11,773 in 2008. The alcohol-impaired-driving fatality rate per 100 million VMT decreased to 0.40 in 2008 from 0.43 in 2007. The 11,773 fatalities in alcohol-impaired-driving crashes during 2008 represent an average of one alcohol-impaired-driving fatality every 45 minutes. In 2008, all 50 States, the District of Columbia, and Puerto Rico had by law created a threshold making it illegal per se to drive with a BAC of .08 or higher. Of the 11,773 people who died in alcohol-impaired-driving crashes in 2008, 8,027 (68%) were drivers with a BAC of .08 or higher. The remaining fatalities consisted of 3,054 (26%) motor vehicle occupants and 692 (6%) nonoccupants. Additional statistics on alcohol-impaired-driving fatal crashes in 2008 are provided in this traffic safety fact sheet. KW - Blood alcohol levels KW - Drivers KW - Drunk driving KW - Fatalities KW - Nonoccupants KW - Per se laws KW - Statistics KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/811155.PDF UR - https://trid.trb.org/view/901207 ER - TY - RPRT AN - 01140742 AU - Federal Highway Administration TI - LTPP Beyond FY 2009: What Needs to Be Done? PY - 2009 SP - 20p AB - This report briefly summarizes the current status of the Long-Term Pavement Performance (LTPP) program and describes the work needed after 2009 to capitalize on the investment made in developing the world’s most comprehensive pavement research database. The purpose of this report is to provide LTPP’s stakeholders with a look ahead to the critical activities and products that need to be pursued beyond 2009 in order to reap the high return rewards of this unique and critical program that has and will continue to influence the way pavements are designed, built, and maintained. The additional work currently identified as necessary to take full advantage of the investment already made in LTPP is as follows: 1. Provide ongoing security and maintenance of the LTPP database and manage the materials Reference Library (MRL); 2. Continue to support LTPP database users; 3. Further develop the LTPP database including additional data collection and database refinements; and 4. Continue data analysis and product development. KW - Data analysis KW - Data collection KW - Database management KW - Database preservation KW - Databases KW - Long-Term Pavement Performance Program KW - Pavement design KW - Pavement performance KW - Product development KW - Security KW - Support services UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/09052/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/09052/09052.pdf UR - https://trid.trb.org/view/901088 ER - TY - RPRT AN - 01139285 AU - Research and Innovative Technology Administration TI - National Transportation Atlas Database 2009 PY - 2009 SP - n.p. AB - The National Transportation Atlas Databases 2009 (NTAD2009) is a set of nationwide geographic databases of transportation facilities, transportation networks, and associated infrastructure. These datasets include spatial information for transportation modal networks and intermodal terminals, as well as the related attribute information for these features. Metadata documentation, as prescribed by the Federal Geographic Data Committee, is also provided for each database. The data on this DVD support research, analysis, and decision-making across all modes of transportation. They are most useful at the national level, but have major applications at regional, state, and local scales throughout the transportation community. NTAD2009 is organized into subdirectories, one for each feature type (point, polyline, and polygon) and one for each database. At the top level of the DVD, there is also a docs subdirectory containing the back cover notes and these liner notes. Transportation networks are polyline databases. Transportation facilities are point databases. The geographic reference databases may exist as any of the three feature types: point, polyline, or polygon. KW - Attributes (Features) KW - Databases KW - Features (Cartographic databases) KW - Geographic information systems KW - Intermodal terminals KW - Metadata KW - Transportation modes UR - http://ntl.bts.gov/lib/56000/56600/56695/NTAD_2009.zip UR - https://trid.trb.org/view/898674 ER - TY - RPRT AN - 01139240 AU - Federal Transit Administration TI - Guide the Ride – Smart Moves Regional Transit Vision: Public Transportation Participation Pilot Program PY - 2009///Final Evaluation Report SP - n.p. AB - The Federal Transit Administration’s Office of Planning & Environment released this final evaluation report. The evaluation goal was to analyze the effectiveness and value of public engagement activities (associated with Smart Moves Regional Transit Vision) as measured by “levels of involvement, content, and costs associated with each activity.” The Smart Moves project sought to advance the state of the art in public participation by testing the effectiveness of plugging into an existing regional citizen engagement network and Website to solicit input on public transportation issues. Guide the Ride participation process was designed not only to involve Kansas City area citizens but also to provide opportunities for coordination between area cities and major transit agencies like the Kansas City Area Transportation Authority (KCATA), Unified Government Transit, and Johnson County Transit. The participation efforts provided input for the Mid-America Regional Council’s (MARC) update of the region’s vision for public transportation called Smart Moves: Regional Transit Vision. KW - Kansas City (Missouri) KW - Pilot studies KW - Public participation KW - Public transit KW - Regional transportation KW - Transportation planning UR - https://trid.trb.org/view/898916 ER - TY - RPRT AN - 01138332 AU - Federal Highway Administration TI - Safety Effects of Cross-Section Design on Rural Multilane Highways PY - 2009///Summary Report SP - 4p AB - National statistics indicate that fatality rates on rural Federal-aid primary highways have been significantly higher compared to those for urban and rural Interstate highways and urban primary highways. Although this group of highways includes two-lane rural roads, an important component of the rural Federal-aid primary highways are multilane rural highways. More than 56 000 km of arterial highways in the United States are multilane, non-Interstate roads in rural areas. Many previous studies have been conducted regarding the safety effects of various traffic and geometric roadway features. The majority of these studies were concentrated on rural two-lane roads. There have also been a few notable studies that investigated roadway cross-section design elements for suburban highways and urban streets. However, there has been limited research on the safety effects of geometric design features on rural, multilane, nonfreeway highways. This study examined the effects of various cross-section-related design elements on accident frequency and developed an accident prediction model for rural, multilane, nonfreeway highways. KW - Cross sections KW - Fatalities KW - High risk locations KW - Highway design KW - Information systems KW - Rural highways KW - Traffic control KW - Traffic crashes KW - Traffic lanes KW - Traffic safety KW - U.S. Highway Safety Information System (HSIS) UR - http://www.hsisinfo.org//pdf/97-027.pdf UR - https://trid.trb.org/view/898614 ER - TY - RPRT AN - 01138301 AU - Federal Highway Administration TI - Investigation of National Highway System Roadways in the HSIS States PY - 2009 SP - 4p AB - The purpose of this study was to examine these and other NHS safety issues of interest using the Federal Highway Administration's Highway Safety Information System (HSIS). The HSIS database contains information on accident, traffic, and roadway characteristics in California, Illinois, Maine, Michigan, Minnesota, North Carolina, Utah, and Washington State. This analysis used data from each HSIS State except Utah. It should be noted that this analysis only includes routes on State roadway systems. KW - California KW - Data collection KW - Highway safety KW - Illinois KW - Maine KW - Michigan KW - Minnesota KW - North Carolina KW - State highways KW - Traffic control KW - Traffic crashes KW - Traffic data KW - U.S. Highway Safety Information System (HSIS) KW - Utah KW - Washington (State) UR - http://www.fhwa.dot.gov/publications/research/safety/98080/98080.pdf UR - https://trid.trb.org/view/898544 ER - TY - RPRT AN - 01138282 AU - Goldsmith, T E AU - University of New Mexico, Albuquerque AU - Federal Aviation Administration TI - Training and Assessment of Aircrew Skills: Methods to Achieve Reliable and Valid Performance Data PY - 2009///Final Project Report SP - 31p AB - The project aimed to develop and validate procedures for training and assessing the knowledge and skllls of airline pilots. The focus was on training and calibrating evaluators of aircrews and on the traditionally difficult to train and assess area of crew resource management skills. A central aim of the project was to aid airlines and other entities in collecting and using pilot performance data to make valid training and assessment decisions. The project employed several methods to achieve its goals including statistical modeling off light parameter data, analysis of existing pilot performance databases, analysis of incident and accident reports, and controlled laboratory studies. Some of the major developments and findings of the project included (a) a software package to train and calibrate evaluators' judgments of aircrew performance, (b) statistical models of evaluators' performance judgments based on real-time, physical flight parameters, (c) evidence that crew resource management skills are highly context dependent, (d) quantification of the decline in aircrew skills over a 12 month retention interval, and (e) evidence that degree of expectancy affects performance on unlikely to occur emergency maneuvers. KW - Air pilots KW - Aircraft pilotage KW - Aviation safety KW - Crew resource management KW - Data collection KW - Flight crews KW - Instructors KW - Knowledge KW - Personnel retention KW - Statistical analysis KW - Training UR - http://www.tc.faa.gov/logistics/grants/pdf/2000/00-G-014.pdf UR - https://trid.trb.org/view/898411 ER - TY - RPRT AN - 01138280 AU - Wierwille, Walter W AU - Llaneras, Robert E AU - Neurauter, M L AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Evaluation of Enhanced Brake Lights Using Surrogate Safety Metrics. Task 1 Report: Further Characterization and Development of Rear Brake Light Signals PY - 2009 SP - 142p AB - This report details a series of interrelated research studies and supporting activities intended to further characterize and develop rear brake light signals likely to improve driver reaction to hard braking lead vehicle events, emphasizing unique and novel approaches not previously studied. The first study, LED optimization, characterized a sample of existing, commercially available automotive LED brake light arrays and documented the current state-of-the-art for LED technology. This work also developed optimized signal lighting configurations, including specifications for LED signal approaches (flash frequencies, brightness levels, patterns). The second empirical study (static testing) narrowed the pool of available signal approaches using static field evaluations intended to assess subjective impressions of signal attributes (attention-getting and glare) as well as eye-drawing capability of candidate signals for drivers who were looking away from the forward view. The third study (public roadway evaluation) captured driver responses to signal activations under naturalistic settings via observational methods using vehicles equipped with candidate signals and on-board instrumentation. This onroad study also addressed unintended consequences associated with the novel experimental signal approaches. Each step along this research path was intended to further refine signal attributes and narrow the set of candidate signals for downstream evaluation. Analytic activity was also undertaken in order to further the development of system specifications, including developing a scientific basis for activation criteria and thresholds and special cases for open loop enhanced rear lighting. Together, this work increased the state-of-knowledge and development of rear-brake signal approaches. KW - Brake lamps KW - Data collection KW - Light emitting diodes KW - Science KW - Signals KW - State of the art KW - Traffic safety KW - Vehicle design KW - Vehicle rear end UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811127.pdf UR - https://trid.trb.org/view/898305 ER - TY - RPRT AN - 01138274 AU - Federal Transit Administration TI - Annual Report on Funding Recommendations, Fiscal Year 2010. New Starts, Small Starts, and Paul S. Sarbanes Transit in Parks Program PY - 2009 SP - 354p AB - This Annual Report on Funding Recommendations, issued by the Secretary of Transportation to help inform the appropriations cycle for the upcoming fiscal year, provides information on projects included in the Federal Transit Administrations (FTA) discretionary New Starts and Small Starts programs. These programs are part of the Major Capital Investment Grant Program provisions of 49 USC 5309, most recently reauthorized by the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) in August 2005.1 New Starts projects are those requesting $75 million or more in New Starts funds, or anticipating a total capital cost of $250 million or more (49 USC 5309(d)). Small Starts projects are those requesting less than $75 million in Small Starts funds and anticipating a total capital cost of less than $250 million (49 USC 5309(e)). KW - Capital investments KW - Economic analysis KW - Financial analysis KW - Guideways KW - National parks KW - Public transit KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Urban transportation UR - https://trid.trb.org/view/898263 ER - TY - RPRT AN - 01138255 AU - National Highway Traffic Safety Administration TI - National Highway Traffic Safety Administration Budget Overview, FY 2009 PY - 2009 SP - 54p AB - The Department of Transportation and the National Highway Traffic Safety Administration (NHTSA) are committed to supporting a performance-based budget that addresses one of our Nations most pressing public health problems motor vehicle deaths and injuries. We intend to do this by meeting the Administrations highway safety goals, as well as achieving improvements directed by the Presidents Management Agenda. NHTSAs FY 2009 Budget Request of $851 million includes $105.5 million for Highway Safety Research and Development Programs, $122 million for Vehicle Safety Research Programs, $4 million for the National Driver Register, and $619.5 million for State Highway Traffic Safety Grants, High Visibility Enforcement Support, and Grant Administration. KW - Behavior KW - Budgeting KW - Highway grants KW - Performance evaluations KW - Traffic safety KW - Travel behavior KW - U.S. National Highway Traffic Safety Administration KW - Vehicle safety UR - https://trid.trb.org/view/898345 ER - TY - RPRT AN - 01138251 AU - Federal Highway Administration TI - Safety Effects of Using Narrow Lanes and Shoulder-Use Lanes to Increase the Capactity of Urban Freeways PY - 2009///Summary Report SP - 6p AB - As traffic volumes grow on urban freeways, highway agencies face an ongoing challenge to maintain efficient traffic operations and acceptable levels of service. Increasing the capacity of a freeway by adding a lane can be difficult and expensive if it involves widening the existing roadbed, regrading roadside areas, and/or acquiring additional right-of-way. A number of highway agencies, however, have implemented projects in which a travel lane is added on an urban freeway by restriping the traveled way with narrower lanes, converting all or part of the shoulder to a travel lane, or a combination of both. The traffic operational benefits of such conversions are immediate and obvious, but the safety effects are uncertain. This study addresses these safety effects. KW - Freeway operations KW - Narrow traffic lanes KW - Road shoulders KW - Traffic control KW - Traffic crashes KW - Traffic lanes KW - Traffic safety KW - Traffic volume KW - U.S. Highway Safety Information System (HSIS) KW - Urban transportation UR - http://www.fhwa.dot.gov/publications/research/safety/05001/ UR - http://www.fhwa.dot.gov/publications/research/safety/05001/ UR - https://trid.trb.org/view/898617 ER - TY - RPRT AN - 01138246 AU - Federal Highway Administration TI - Effects of Airbags on Severity Indices for Roadside Objects PY - 2009 SP - 4p AB - Collisions with roadside objects account for almost one-third of the traffic fatalities in the United States, and a large amount of serious injury and accident costs. A measure of the average severity of these impacts, the Severity Index (SI), is used by highway safety engineers in determining where best to spend roadside improvement funds. Since airbags have been shown to reduce the severity of driver injury in roadside crashes, a question of interest is how an airbag will affect the SI. Such knowledge could be used to refine estimates of the SIs as the vehicle fleet changes to total airbag protection. In an earlier large-scale study of Severity Indices by Council and Stewart, North Carolina data were used to develop preliminary estimates of how the presence of an airbag might affect SIs. Indices were developed for trees, utility poles, and guardrails (faces and ends combined) based on the proportion of serious and fatal driver injury. The data indicated that there is indeed a difference in the proportion of drivers who are seriously injured in cars equipped with airbags vs. those not equipped with airbags in fixed-object collisions. The SI for guardrails showed the greatest decrease due to the airbag, approximately 74 percent; trees and utility poles had decreases of approximately 36 percent and 42 percent, respectively. The results, however, indicated a clear need for a larger sample of airbag-equipped vehicles, a more recent vehicle fleet, and a multi-State data base for validation purposes. KW - Air bags KW - Crash injuries KW - Fatalities KW - Highway safety KW - Injury severity KW - Loss and damage claims KW - Traffic crashes KW - Vehicle design UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/pdfs/98056.pdf UR - https://trid.trb.org/view/898498 ER - TY - RPRT AN - 01138210 AU - Federal Highway Administration TI - Safety Effects of the Conversion of Rural Two-Lane Roadways to Four-Lane Roadways PY - 2009///Summary Report SP - 6p AB - As traffic increases on a two-lane rural roadway to the point of congested or near-congested conditions, a highway agency is faced with several options: The road can be left with two lanes, ever-increasing congestion, and ever-increasing dissatisfaction among road users; The agency can add short sections of passing lanes to reduce traffic queues; and The two-lane road can be converted to either a four-lane undivided or a four-lane divided facility. The converted roadway will usually follow the same right-of-way and sometimes the same alignment. While a conversion is usually based on the need to more efficiently move increased traffic volumes, it has been assumed that the conversion to the higher order roadway also produces safety benefits. Given the lack of funds for new highway construction and the ever-increasing traffic flows that must be handled in existing roadway corridors, the issue of conversion from two lanes to four lanes is of increasing importance to the State and local transportation departments, the Federal Highway Administration (FHWA), and the public. KW - Crash analysis KW - Crash risk forecasting KW - Four lane highways KW - Highway safety KW - Rural highways KW - Traffic congestion KW - Traffic control KW - Traffic safety KW - Traffic volume KW - Two lane highways KW - U.S. Highway Safety Information System (HSIS) UR - http://www.hsisinfo.org/pdf/99-206.pdf UR - https://trid.trb.org/view/898615 ER - TY - RPRT AN - 01138205 AU - Federal Highway Administration TI - Examination of Fault, Unsafe Driving Acts, and Total Harm in Car-Truck Collisions PY - 2009///Summary Report SP - 8p AB - The Federal Motor Carrier Safety Administration (FMCSA) has given high priority to research regarding collisions between large trucks (gross vehicle weight > 4,540 kilograms (10,000 pounds)) and other vehicles on the roadway. This research aims to improve knowledge about the high-risk behaviors of truck and passenger vehicle (car) drivers. In 1998, large trucks accounted for 7 percent of the total vehicle miles traveled but were involved in 13 percent of all traffic fatalities (5,374 of 41,471). In these truck crashes, the cars occupants were much more likely than the truck driver to be killed (78 percent of the fatalities were car occupants) or injured (76 percent of the injuries were sustained by car occupants).(1) Two-thirds of all police-reported truck crashes involved a truck and another vehicle, and 60 percent of all truck crashes involving a fatality were two-vehicle car-truck crashes. To address this critical issue, FMCSA has set a goal to reduce truck-involved fatal crashes by 41 percent by 2008. Meeting this goal will require improving truck safety and enhancing truck and car driver's behavior and performance. KW - Behavior KW - Crash injuries KW - Crash investigation KW - Fatalities KW - Federal Motor Carrier Safety Regulations KW - Heavy duty vehicles KW - High risk drivers KW - Highway safety KW - Multiple vehicle crashes KW - Traffic crashes KW - Truck traffic KW - U.S. Highway Safety Information System (HSIS) UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04085/04085.pdf UR - http://www.fhwa.dot.gov/publications/research/safety/humanfac/04085/index.cfm UR - https://trid.trb.org/view/898521 ER - TY - RPRT AN - 01138187 AU - Federal Highway Administration TI - GIS-Based Crash Referencing and Analysis System PY - 2009 SP - 4p AB - A geographical information system (GIS) can be simply defined as a collection of hardware and software that is used to edit, analyze, and display geographical information stored in a spatial data base. In recent years, many transportation departments and other related organizations, such as the Federal Highway Administration (FHWA), have examined the feasibility of using GIS for transportation planning, systems management, and engineering applications. In some States and municipalities, GIS is being used to plan transportation routes, manage pavement and bridge maintenance, and perform a variety of other traditional transportation-related functions. One area where GIS has yet to be extensively applied is in the analysis of crash data. Computerized crash analysis systems in which crash data, roadway inventory data, and traffic operations data can be merged are used in many States and municipalities to identify problem locations and assess the effectiveness of implemented countermeasures. By integrating this traditional system with a GIS, which offers spatial referencing capabilities and graphical displays, a more effective crash analysis program can be realized. KW - Bridge maintenance KW - Countermeasures KW - Crash data KW - Crash investigation KW - Geographic information systems KW - Highway safety KW - Pavement maintenance KW - Traffic control KW - Traffic crashes KW - U.S. Highway Safety Information System (HSIS) UR - https://trid.trb.org/view/898524 ER - TY - RPRT AN - 01135875 AU - Patangia, Hirak C AU - Mack-Blackwell Transportation Center AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Solar Powered Lighting for Overhead Highway Signs PY - 2009///Final Report SP - 39p AB - The purpose of the research is to design and develop a low cost solar powered lighting system for overhead highway signs with a view to improving night visibility especially under poor driving conditions, and enhance highway safety. Two lighting systems have been researched, developed and tested: one system employs light emitting diode (LED) technology and the other uses compact fluorescent lamp (CFL) technology. The commercial CFL lights are ac powered and for dc operation with photo-voltaic energy, a new inverter design has been implemented. The inverter efficiency is better than 95% and the total harmonic distortion (THD) is less than 15%. The design incorporates SLA (Sealed Lead Acid) batteries for energy storage. The inverter is essential when hybrid operation (solar as well as ac line) is desired. For stand-alone solar application, it has been shown that the CFL lights can be directly operated from dc source and thus eliminate the inverter to minimize power losses. Further, a new dc operated ballast configuration was also investigated for CFL lighting to increase its luminous efficacy. The LED system employs pulse-width modulation technique controlled by a micro-controller for its operation. Both the systems incorporate a power management controller to adjust the lighting effect to compensate for weather conditions for days with inadequate solar charging. The two lighting systems have been deployed to illuminate two signs (Memphis and Remington Exit) on Interstate 40 East at the Remington exit. The CFL technology was used for the Remington Exit sign with a lighting area of 50-60 sq ft. This report presents the design and development of the two systems, their outdoor deployment results, and recommendations for future research. KW - Field tests KW - Fluorescent lamps KW - Future research KW - Illuminated traffic signs KW - Light emitting diodes KW - Lighting KW - Night visibility KW - Overhead traffic signs KW - Solar energy UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202096.pdf UR - https://trid.trb.org/view/896199 ER - TY - CONF AN - 01135597 AU - Department of Transportation TI - 2009 International Conference on Fatigue Management in Transportation Operations: A Framework for Progress, Boston, Massachusetts, March 24-26, 2009 PY - 2009 SP - 145p AB - The 2009 International Conference on Fatigue Management in Transportation Operations: A Framework for Progress was held in Boston, Massachusetts on March 24-26, 2009. Some topics covered in the conference include risk management; fatigue management; drowsy driving; impact of pharmaceuticals for sleep and wakefulness on worker safety; eye closure and lane changing; planes, trains, boats, and trucks; diagnosis of sleep disorders; measuring fatigue; and implications for occupational safety of individual differences in response to sleep loss. U1 - 2009 International Conference on Fatigue Management in Transportation Operations: A Framework for ProgressDepartment of TransportationBoston,MA,United States StartDate:20090324 EndDate:20090326 Sponsors:Department of Transportation KW - Drowsiness KW - Fatigue (Physiological condition) KW - Impacts KW - Measurement KW - Occupational safety KW - Risk management KW - Sleep KW - Transportation safety UR - https://trid.trb.org/view/891611 ER - TY - RPRT AN - 01135367 AU - Federal Aviation Administration TI - FAA (Federal Aviation Administration) Aerospace Forecast, Fiscal Years 2009-20 PY - 2009 SP - 94p AB - The Federal Aviation Administration (FAA) continues to forecast long term aviation growth, despite global economic conditions. Since 2000, U.S. airlines have dealt with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network carriers, record high fuel prices, and the most serious economic downturn since the Great Depression. In spite of these challenges, the number of passengers traveling continues to grow over the long term, demonstrating the value of air transportation to the public. In last years forecast the FAA predicted for the U.S. commercial aviation industry to carry one billion passengers by 2016. The authors now believe the industry will reach this mark in 2021. The 2009 forecast for commercial aviation calls for a sharp decline in activity in the near term, with a return to growth over the long term. The level of activity and demand in the long term, however, is not expected to snap back to levels published in the previous FAA forecast. The most significant factor preventing recovery to prior forecast levels is the state of the economy, both domestic and worldwide. In the U.S., the National Bureau of Economic Research reports the U.S. economy has been in recession since December 2007, with economists speculating this may be the deepest recession since the end of World War II. Indications are the global economy is not fairing any better. With 8 of the worlds top 10 economies in recession as of January 2009, the global economy is poised to perform worse than any other period during the past 60 years. KW - Aerospace industry KW - Air transportation KW - Airlines KW - Aviation KW - Aviation safety KW - Economic factors KW - Forecasting KW - Planning KW - Recession KW - Terrorism KW - Terrorist attacks of September 11, 2001 KW - Travel demand KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2009-2025/media/2009%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/894466 ER - TY - RPRT AN - 01135254 AU - Ahmed-Zaid, F AU - Carter, A AU - Crash Avoidance Metrics Partnership AU - National Highway Traffic Safety Administration TI - Vehicle Safety Communications - Applications VSC-A. First Annual Report December 7, 2006 through December 31, 2007 PY - 2009///Annual Report SP - 38p AB - The Crash Avoidance Metrics Partnership (CAMP) was formed between Ford and General Motors to accelerate the implementation of crash avoidance countermeasures in passenger cars to improve traffic safety. The CAMP partnership is engaged in cooperative research with the National Highway Traffic Safety Administration (NHTSA) to advance light-vehicle safety research. The USDOT and the Vehicle Safety Communications 2 Consortium (VSC 2 Consortium) Mercedes-Benz (MB), Ford, General Motors (GM), Honda, and Toyota have initiated a three-year collaborative effort in the area of wireless-based safety applications under the Vehicle Safety Communications Applications (VSC- A) project. The goal of VSC-A is to develop and test communications-based vehicle safety systems to determine if dedicated short-range communications at 5.9 GHz, in combination with vehicle positioning can improve upon autonomous vehicle-based safety systems and enable new communications-based safety applications. KW - Accident prone drivers KW - Communication systems KW - Crash avoidance KW - Data collection KW - High risk locations KW - Protocols KW - Traffic safety KW - Vehicle design KW - Wireless communication systems UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811073.pdf UR - https://trid.trb.org/view/894588 ER - TY - RPRT AN - 01135246 AU - Federal Aviation Administration TI - Instrument Flying Handbook PY - 2009 SP - 387p AB - Is an Instrument Rating Necessary. The answer to this question depends entirely upon individual needs. Pilots may not need an instrument rating if they fly in familiar uncongested areas, stay continually alert to weather developments, and accept an alternative to their original plan. However, some cross-country destinations may take a pilot to unfamiliar airports and/or through high activity areas in marginal visual or instrument meteorological conditions (IMC). Under these conditions, an instrument rating may be an alternative to rerouting, rescheduling, or canceling a flight. Many accidents are the result of pilots who lack the necessary skills or equipment to fly in marginal visual meteorological conditions (VMC) or IMC and attempt flight without outside references. Pilots originally flew aircraft strictly by sight, sound, and feel while comparing the aircrafts attitude to the natural horizon. As aircraft performance increased, pilots required more inflight information to enhance the safe operation of their aircraft. This information has ranged from a string tied to a wing strut, to development of sophisticated electronic flight information systems (EFIS) and flight management systems (FMS). Interpretation of the instruments and aircraft control have advanced from the one, two, three or needle, ball, and airspeed system to the use of attitude instrument flying techniques. Navigation began by using ground references with dead reckoning and has led to the development of electronic navigation systems. These include the automatic direction finder (ADF), very-high frequency omnidirectional range (VOR), distance measuring equipment (DME), tactical air navigation (TACAN), long range navigation (LORAN), global positioning system (GPS), instrument landing system (ILS), microwave landing system (MLS), and inertial navigation system (INS). KW - Air pilots KW - Aircraft navigational aids KW - Aircraft pilotage KW - Electronics KW - Flight training KW - Instrument flying KW - Landing KW - Landing fields KW - Navigation systems KW - Ratings UR - http://www.faa.gov/regulations_policies/handbooks_manuals/aviation/media/faa-h-8083-15b.pdf UR - https://trid.trb.org/view/894469 ER - TY - RPRT AN - 01135230 AU - National Highway Traffic Safety Administration TI - Average Fuel Economy Standards Passenger Cars and Light Trucks, Model Year 2011 PY - 2009 SP - 857p AB - The Energy Independence and Security Act (EISA) amended EPCA by mandating that the model year (MY) 2011-2020 CAFE standards be set sufficiently high to ensure that the industry-wide average of all new passenger cars and light trucks, combined, is not less than 35 miles per gallon by MY 2020. This is a minimum requirement, as NHTSA must set standards at the maximum feasible level in each model year. NHTSA will determine, based on all of the relevant circumstances, whether that additional requirement calls for establishing standards that reach the 35 mpg goal earlier than MY 2020. KW - Automobile travel KW - Automobiles KW - Average fuel economy KW - Energy efficiency KW - Federal Register KW - Fuel consumption KW - Light trucks KW - Manufacturing standards KW - Rulemaking KW - Vehicle miles of travel UR - https://trid.trb.org/view/894251 ER - TY - RPRT AN - 01134909 AU - Federal Highway Administration TI - I-29 improvements in Sioux City, Woodbury County : environmental impact statement PY - 2009///Volumes held: Draft, Final KW - Environmental impact statements KW - Iowa UR - https://trid.trb.org/view/895659 ER - TY - RPRT AN - 01133745 AU - Bazant, Zdenek P AU - Baweja, Sandeep AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Minimizing Shrinkage, Creep, and Cracking Damage to Concrete Bridges: Part 1: Creep and Shrinkage Prediction Model for Analysis and Design of Concrete Structures: Model B3; Part 2: Creep, Shrinkage, and Durability Mechanics of Concrete and Other Quasi-Brittle Materials PY - 2009///Final Report SP - v.p. AB - This final report consists of two parts: a paper published previously in conference proceedings and the Table of Contents from another conference proceedings. The first (designated Part 1) is part of the Adam Neville Symposium: Creep and Shrinkage--Structural Design Effects, ACI SP-194, 2000, pp 1-83. It presents a model for the characterization of concrete creep and shrinkage in design of concrete structures (Model B3), which is simpler, agrees better with the experimental data and is better theoretically justified than the previous models. The second (designated Part 2) is the table of contents of the Proceedings of the Sixth International Conference on Creep, Shrinkage and Durability Mechanics of Concrete and Other Quasi-Brittle Materials (CONCREEP-6), 20-22 August 2001, Cambridge, MA. KW - Concrete KW - Concrete bridges KW - Concrete structures KW - Cracking KW - Creep KW - Durability KW - Mathematical models KW - Shrinkage UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-1-2-Bazant.pdf UR - https://trid.trb.org/view/894373 ER - TY - RPRT AN - 01133744 AU - Bazant, Zdenek P AU - Yu, Qiang AU - Pang, Sze-Dai AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Introducing Size Effect into Design Practice and Codes for Concrete Infrastructure: Part 1: Designing Against Size Effect on Shear Strength of Reinforced Concrete Beams without Stirrups; Part 2: Size Effect and Design Safety in Concrete Structures Under Shear; Part 3: Probabilistic Size Effect in Fracture Mechanics of Quasi-Brittle Materials PY - 2009///Final Report SP - v.p. AB - This final report consists of one journal article and two dissertations. The journal article (designated Part 1) was prepared by Zdenek P. Bazant and Qiang Yu and was published in the ASCE Journal of Structural Engineering, December 2005. The paper discusses the size effect on shear strength of reinforced concrete beams without stirrups. The first dissertation (designated Part 2) was prepared by Quang Yu in June 2007. It discusses incorporating fracture mechanics into design practice through the size effect. The second dissertation (designated Part 3) was prepared by Sze-Dai Pang in December 2005. It discusses the probabilistic size effect in fracture mechanics of quasibrittle materials. KW - Beams KW - Concrete structures KW - Fracture mechanics KW - Reinforced concrete KW - Safety KW - Shear strength KW - Size KW - Structural design UR - http://www.iti.northwestern.edu/publications/utc/tea-21/FR-3-8-Bazant.pdf UR - https://trid.trb.org/view/894368 ER - TY - RPRT AN - 01133743 AU - Shah, Surendra P AU - Sun, Zhihui AU - Voigt, Thomas AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Ultrasonic Technique for the In-Situ Monitoring of the Setting, Hardening, and Strength Gain of Concrete: Part 1: Monitoring the Early-Age Properties of Cementitious Materials with Ultrasonic Wave Reflection Method at Macro and Micro-Structural Levels; Part 2: The Application of an Ultrasonic Shear Wave Reflection Method for Nondestructive Testing of Cement-Based Materials at Early Ages PY - 2009///Final Report SP - v.p. AB - This final report consists of two dissertations for the doctor of philosophy degree. The first (designated Part 1) was prepared by Zhihui Sun in December 2005. It discusses a new nondestructive testing method called ultrasonic wave reflection method for measuring the shear wave reflection loss at an interface between the hydrating cement paste and a buffer material. The objective of the research was to evaluate the possibility of using this method to predict the mechanical properties of early-age concrete. The second (designated Part 2) was prepared by Thomas Voigt in September 2004. It discusses a method based on ultrasonic shear wave reflections for measuring the reflection loss of ultrasonic waves at the interface of a steel plate and hydrating cementitious materials. KW - Concrete KW - Concrete hardening KW - Early age (Concrete) KW - Mechanical properties KW - Monitoring KW - Nondestructive tests KW - Rate of strength gain KW - S waves KW - Setting (Concrete) KW - Ultrasonic waves UR - https://trid.trb.org/view/894369 ER - TY - RPRT AN - 01133742 AU - Dowding, Charles H AU - McKenna, Laureen M AU - Hughes, Brandon G AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Autonomous Crack Monitoring: Part 1: Comparison of Measured Crack Response in Diverse Structures to Dynamic Events and Weather Phenomena; Part 2: Qualification of Autonomous Crack Monitoring Systems PY - 2009///Final Report SP - v.p. AB - This final report consists of two theses for the master of science degree. The first (designated Part 1) was prepared by Laureen M. McKenna in March 2002. It consists of the data and analysis of structural responses for two different studies: the Office of Surface Mining study of the velocity response of "atypical" residential structures and the Autonomous Crack Monitoring study. The second (designated Part 2) was prepared by Brandon G. Hughes in June 2006. It summarizes the qualification and testing of two commercial Autonomous Crack Monitoring systems for use in measuring micrometer displacement of cracks. KW - Autonomous crack monitoring systems KW - Concrete structures KW - Cracking UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-1-8-Dowding.pdf UR - https://trid.trb.org/view/894381 ER - TY - RPRT AN - 01133741 AU - Finno, Richard J AU - Hanifah, Abdul Aziz AU - Chao, Hsiao-chou AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - NDE of Foundations: Part 1: A Theoretical Evaluation of Guided Waves in Deep Foundations; Part 2: An experimental Model for Non-destructive Evaluation on Pile Foundations Using Guided Wave Approach PY - 2009///Final Report SP - v.p. AB - This final report consists of two dissertations for the doctor of philosophy degree. The first (designated Part 1) was prepared by Abdul Aziz Hanifah in June 1999. It contains a theoretical approach to non-destructive evaluation of deep foundations using guided waves. Guided wave propagation in an infinitely long cylindrical pile embedded in soil is developed from dynamic equations of elasticity. Considering axisymmetric motion in the pile, the frequency equation for longitudinal modes is derived. The frequency equation represents a transcendental relationship between the non-dimensional frequency and non-dimensional wave number. The second dissertation (designated Part 2) was prepared by Hsiao-chou Chao in December 2002. It extends the frequency range for surface reflection techniques for concrete piles using a three-dimensional guided wave approach. KW - Deep foundations KW - Guided wave inspection KW - Nondestructive tests KW - Pile foundations KW - Structural integrity KW - Theoretical studies UR - https://trid.trb.org/view/894367 ER - TY - RPRT AN - 01133738 AU - Finno, Richard J AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Micropiles PY - 2009///Final Report SP - 79p AB - Micropiles socketed in rock are used in the Chicago area for rehabilitation work for infrastructure systems. They differ from many micropiles in that they are designed based on end-bearing rather than interface shear. There are no specially-created procedures for designing micropiles socketed in rock. Their axial capacities typically are determined either on the basis of provisions in building codes not specifically related to micropiles or conventional design methods for drilled shafts. The capacity of a micropile socketed in rock is selected as either a conservative estimate of structural capacity or its end bearing capacity neglecting the shearing resistance along its side. Results of a number of field axial load tests indicate the load deflection responses are essentially linear to code-specified design loads, suggesting the true capacity of the piles are significantly higher than currently-allowed values. In conjunction with TCDI, a division of Hayward Baker of Lincolnshire, IL, Northwestern University conducted four axial load tests on micropiles embedded in the Vulcan quarry of Countryside, IL. The dolomite in the quarry was directly accessible and allowed evaluation of the friction at the interface of the micropiles with the rock, without the need to drill through deep deposits of overlying soil. Strain gages were installed on the steel pipes and embedment strain gages were installed in the grout to study the load transfer during the testing. This report briefly summarizes design procedures for micropiles in rock, describes the axial load test section, presents the load test results, and discusses the results in light of conventional design procedures and suggests a different approach for designing these foundation elements. KW - Axial loads KW - Design KW - Infrastructure KW - Load tests KW - Load transfer KW - Micropiles KW - Rehabilitation (Maintenance) UR - https://trid.trb.org/view/894242 ER - TY - RPRT AN - 01133736 AU - O'Neil, Edward F AU - Jennings, Hamlin M AU - Thomas, Jeffrey J AU - Shen, Weiguo AU - Cummins, Toney AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Development of a Frangible Concrete to Reduce Blast-Related Casualties PY - 2009///Final Report SP - 44p AB - An investigation into the shrinkage and fracture properties of cement and slag binders was conducted along with studies on aggregate and aggregate gradation to develop a new high-performance concrete having adequate quasi-static load-bearing properties along with high frangibility under dynamic loading conditions. The purpose of this frangible concrete is to minimize casualties from large fragments of concrete propelled by a vehicle bomb detonated outside of a safety perimeter wall. Four sets of designed experiments were executed to find the optimum mixture of slag, cement, sand, activator, water-binder ratio, aggregate to paste ratio, and curing conditions to produce a matrix with the right level of preformed microcracks to carry a static load and to fracture under a higher dynamic load. Laboratory designed experiments measuring compressive strength and frangibility indices were followed by field blast experiments on block walls made from the frangible material to document post-blast fragment size. KW - Aggregate gradation KW - Blast loads KW - Compressive strength KW - Concrete curing KW - Frangible concrete KW - High performance concrete KW - Microcracking KW - Shrinkage KW - Slag cement KW - Water cement ratio UR - https://trid.trb.org/view/894219 ER - TY - RPRT AN - 01133735 AU - Thomas, Jeffrey J AU - Jennings, Hamlin M AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Materials of Cement Science Primer: The Science of Concrete PY - 2009///Final Report SP - 96p AB - This primer on the science of concrete is presented in the following chapters: (1) Introduction - introduces a web site on the scientific aspects of concrete for the non-expert and provides a quick overview of the materials science of cement; (2) Concrete Basics; (3) The Concrete Construction Process; (4) Manufacture and Composition of Portland Cement; (5) Hydration and Microstructure of Portland Cement Paste; and (6) The Pore Structure and Surface Area of Cement Paste. KW - Cement paste KW - Composition (Materials) KW - Concrete KW - Concrete construction KW - Hydration KW - Manufacturing KW - Materials science KW - Microstructure KW - Pore structure KW - Portland cement KW - Properties of materials KW - Surface area KW - Websites (Information retrieval) UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-5-Jennings-Thomas.pdf UR - https://trid.trb.org/view/894280 ER - TY - RPRT AN - 01133734 AU - Finno, Richard J AU - Wang, Helsin AU - Lynch, James J AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Concrete Evaluation Using Guided Waves: (Part 1) Theoretical Evaluation of Embedded Plate-Like and Solid Cylindrical Concrete Structures with Guided Waves; (Part 2) Experimental Evaluation of Concrete Piles Subjected to Flexural Guided Waves PY - 2009///Final Report SP - v.p. AB - This final report consists of two dissertations for the doctor of philosophy degree. The first (designated Part 1) was prepared by Helsin Wang in December 2004. It contains six chapters. Chapter 1 is an introduction. Chapter 2 presents the fundamentals of wave propagation with emphasis on waveguides and summarizes different type of guided waves. Chapter 3 summarizes numerical analysis methods used in developing solutions to the dispersion equations, assumptions for material properties, and values of material properties for concrete and soil used herein. Chapter 4 develops the solutions for guided waves propagating in an embedded plate-like concrete structure. Chapter 5 describes the solution for the flexural mode waves propagating in an embedded solid cylindrical concrete structure. Chapter 6 summarizes this thesis and presents conclusions related to the Rayleigh-Lamb waves propagating in an embedded plate-like concrete structure and flexural mode waves propagating in an embedded solid cylindrical concrete structure. The second dissertation (designated Part 2) was prepared by James J. Lynch, Jr., in December 2007. It encompasses eight chapters. Chapter 1 is an introduction. Chapter 2 summarizes the conventional sonic echo and impulse response methods for nondestructive evaluation of deep foundations, presents details of the structures by which the lateral impact method and flexural controlled frequency method are to be verified, and presents the governing equation for three dimensional wave propagation within a cylindrical waveguide and solutions of the flexural modes. Chapter 3 describes the test procedures, test equipment, and analytical procedures used in the experimental program. Chapter 4 describes the prototype pile evaluated by the impact and shaker methods. Chapter 5 presents the results of lateral impact tests performed on the new prototype pile under traction-free conditions and embedded conditions, as well as the results of lateral impact tests performed on two existing prototype piles under embedded conditions to verify the guided wave theory presented in Chapter 2. Chapter 6 presents the flexural controlled frequency results for the prototype pile under traction-free conditions to verify the guided wave theory presented in Chapter 2 for the higher frequencies generated in the flexural controlled frequency tests. Chapter 7 presents the flexural controlled frequency results for the prototype pile and two existing prototype piles embedded in very loose sand to verify the guided wave theory presented in Chapter 2. Chapter 8 summarizes the work presented in this thesis, presents conclusions regarding the applicability of guided wave theory for nondestructive evaluation of deep foundations, and provides recommended test procedures and analytical methods. KW - Analytical methods KW - Concrete KW - Concrete structures KW - Deep foundations KW - Drilled shafts KW - Guided wave inspection KW - Nondestructive tests KW - Piles (Supports) KW - Test procedures KW - Testing equipment UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-5-6-Finno.pdf UR - https://trid.trb.org/view/894288 ER - TY - RPRT AN - 01133733 AU - Thomas, Jeffrey J AU - Kosnik, David AU - Kotowsky, Mathew P AU - Marron, Daniel AU - Schofer, Joseph L AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Structural Health Monitoring of Civil Infrastructure PY - 2009///Final Report SP - 30p AB - The mission of the Infrastructure Technology Institute (ITI) at Northwestern University is to develop strategies and tools to protect and improve the condition, capacity and performance of the nation's highway, railroad, and mass transit infrastructure systems. The ITI does this through the development and deployment of (1) advanced technologies for structural health monitoring (SHM); (2) advanced infrastructure materials, analysis and testing techniques; and (3) new tools for integrating infrastructure condition and performance information into system management, investment, and policy decision processes. Development and application of tools and methods for SHM of infrastructure represent core activities for the ITI. Over the past eight years ITI has conducted more than 70 different SHM projects around the US. ITI staff and its research partners (primarily Northwestern University professors) have made significant technical advances in SHM, including measurement techniques, remote monitoring methods, and data analysis. This compendium discusses SHM in general, reviews ITI's role in this field, and presents a series of case studies that highlight ITI's achievements and capabilities. KW - Case studies KW - Highways KW - Infrastructure KW - Public transit KW - Railroads KW - Structural health monitoring KW - Technological innovations UR - https://trid.trb.org/view/894248 ER - TY - RPRT AN - 01133731 AU - Zhang, Yingchun AU - Novick, David A AU - Hadavi, Ahmad AU - Krizek, Raymond J AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Life Cycle Cost of Bridges: Part 1: Whole Life Cycle Cost for Chicago-Type Bascule Bridges; Part 2: Life Cycle Cost Analysis of Bridges and Tunnels PY - 2009///Final Report SP - 17p AB - (Part 1) The whole life cost of a bridge consists of the total investment throughout the life of the bridge. This investment includes the initial construction cost, repair and rehabilitation costs, and all maintenance costs. An ability to determine the whole life cost of a bridge will help agencies evaluate the asset value of existing bridges, make better decisions on the design and construction of new bridges, and choose methods and approaches for rehabilitating existing structures such that the lowest life cycle cost is achieved rather than the lowest initial cost. Toward this end the whole life costs of Chicago trunnion bascule bridges are analyzed and found to be less than five times the initial costs for life spans exceeding 100 years. It was also shown that timely maintenance, repair, and rehabilitation can lower the life cycle cost of a bridge. (Part 2) This paper presents an analysis of life cycle costs for four bridges and two tunnels constructed and operated by the Port Authority of New York and New Jersey. Cost components include the initial cost, repair and rehabilitation costs, and annual maintenance costs. Results show that the maintenance and rehabilitation costs, as a percentage of the initial cost, are reasonably similar for both bridges and tunnels for perhaps the first 65 years of their service life, after which these costs increase significantly for bridges. However, based on cost per square foot and cost per traffic lane, the opposite is clearly true. Only time and detailed cost records for ensuing years will reveal how the two types of structure compare over their entire service lives. KW - Bascule bridges KW - Bridges KW - Life cycle costing KW - Tunnels UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-4-6-Krizek.pdf UR - https://trid.trb.org/view/894281 ER - TY - RPRT AN - 01133730 AU - Fine, Morris E AU - Vaynman, Semyon AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Commercialization of NuCu Steel PY - 2009///Final Report SP - 8p AB - The objectives of this project were to (a) develop a high performance (70 Ksi yield strength) and less expensive construction steel and (b) market the steel for infrastructure application. To achieve the first objective the carbon content in the steel was lowered. The steel derived strength by copper precipitation hardening, which occurs during air cooling. The alloying for hardenability was not required, therefore chromium and molybdenum were omitted. Nickel was added to prevent hot-shortness during hot rolling. Niobium and titanium were added to control grain size during hot rolling and welding. Because of simplified processing and lean composition, the resulting steel is lower in cost than ASTM 709 HPS70, HSLA 80 or ASTM A710 steels. To achieve the second objective, the authors worked with steel producers, steel consumers, American Iron and Steel Institute/Federal Highway Administration/US Navy Steering Committee on High Performance Steel Development, government agencies, etc. They published papers and reported results of steel development at conferences and symposia. The steel was included in the ASTM A710 Standard for Construction Steels. KW - Bridges KW - Costs KW - High performance steel KW - Infrastructure KW - Marketing KW - Structural steel KW - Yield strength UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-1-3-fine-vaynman.pdf UR - https://trid.trb.org/view/894236 ER - TY - RPRT AN - 01133729 AU - Dowding, Charles H AU - Kotowsky, Mathew P AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Maintenance of NDE Websites: Maintenance of Legacy Remote Monitoring Web Sites PY - 2009///Final Report SP - 10p AB - Over the course of TEA-21, the Infrastructure Technology Institute (ITI) at Northwestern University engineers have developed, deployed, and verified techniques for the continuous remote monitoring of a variety of structures. Every continuous remote monitoring project has an associated web site that is designed and maintained by the ITI staff in concert with Civil Data Systems, a private spin-off company that has commercialized ITI-developed web-based data display technologies. Each of these web sites thoroughly documents the project and makes all collected data available in near real-time. ITI's strategy of automated data collection and display provides project managers easy access to information about the health of a structure and quick warnings at the first signs of trouble with a structure or monitoring system. Project A493 sought to maintain and update various web sites that were deployed prior to the end of Year 6 of TEA-21 (August 31, 2005). The sites listed in this report document projects that may no longer be subjects of active transportation-related research, but whose design and legacy data remain relevant to active research topics. KW - Automatic data collection systems KW - Bridges KW - Monitoring KW - Remote sensing KW - Structures KW - Transportation Equity Act for the 21st Century KW - Websites (Information retrieval) UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-8-Dowding.pdf UR - https://trid.trb.org/view/894228 ER - TY - RPRT AN - 01133727 AU - Dowding, Charles H AU - Infrastructure Technology Institute (ITI) AU - Research and Innovative Technology Administration TI - Instrumentation Conference Support PY - 2009///Final Report SP - v.p. AB - This final report consists of three parts: (Part 1) Project Description; (Part 2) The Time Domain Reflectometry (TDR) 2006 Conference Brochure and the paper presented by David E. Kosnik entitled, "Internet-Enabled Remote Monitoring of Civil Infrastructure with TDR" (September 2006); and (Part 3) The 7th International Symposium on Field Measurements in Geomechanics (FMGM 2007) Conference Brochure and powerpoint presentations of six conference presentations. KW - Conferences KW - Field tests KW - Geophysics KW - Geotechnical engineering KW - Measuring instruments KW - Time domain reflectometers KW - Transportation infrastructure UR - http://iti.northwestern.edu/publications/utc/tea-21/FR-8b-Dowding.pdf UR - https://trid.trb.org/view/894282 ER - TY - RPRT AN - 01131221 AU - Pape, Douglas AU - Arant, Michael AU - Hall, David AU - Nelson, Sue AU - Petrolino, Joseph AU - Franzese, Oscar AU - Knee, Helmut AU - Wood, Nathan AU - Yeakel, Skip AU - Hathaway, Richard AU - Keil, Mitchell AU - Pollock, Paul AU - National Transportation Research Center, Incorporated AU - Research and Innovative Technology Administration TI - U02: Heavy Truck Rollover Characterization (Phase-A) Final Report PY - 2009///Final Report SP - 237p AB - This Heavy Truck Rollover Characterization Program is a major research effort conducted by the National Transportation Research Center, Inc. (NTRCI) in partnership with Oak Ridge National Laboratory (ORNL), Michelin Americas Research Company (MARC), Western Michigan University (WMU), and Battelle Memorial Institute (Battelle). The overall objectives of this research were to: (1) Contribute to the understanding of the dynamics of heavy truck rollover, (2) Contribute to the development of advanced models of heavy truck vehicle dynamics that reflect project experiences, and (3) Develop recommendations for improvement of the roll stability of heavy vehicles in preparation for realizing and testing such concepts in future phases of heavy truck rollover characterization research. This project involved four major types of activities; 1) Tractor and flatbed-trailer characterization, 2) Simulation modeling, 3) On-track testing, and 4) Data analyses. Using the combined tests of all of the phases, it appears that some tire and axle combinations hold the potential for improving class 8 tractor-trailer rollover threshold limits. However, there are many other parameters that may be reflected in the testing results, such as the torsional compliance of the flatbed-trailer, the torsional compliance of the tractor, the trailer length, and the load arrangement to name a few. These limit the definitive assessment of axle or tire effects on roll stability. KW - Heavy duty trucks KW - Rollover crashes KW - Tires KW - Tractor trailer combinations KW - Trucking safety KW - Trucks by number of axles UR - http://www.ntrci.org/ntrci-50-2008-006 UR - https://trid.trb.org/view/891004 ER - TY - RPRT AN - 01129334 AU - Research and Innovative Technology Administration TI - Research and Innovative Technology Administration Strategic Plan 2008-2012: Innovation for a Nation on the Move PY - 2009 SP - 23p AB - This Strategic Plan for the Research and Innovative Technology Administration (RITA) lays out a clear vision for how RITA will operate over the next five years in order to achieve its mission and ensure that research management and activities are directed toward achieving measurable improvements in saving lives, improving mobility, and ensuring the health and well being of the Nation's transportation enterprise. This Strategic Plan describes RITA's vision, mission, goals, and strategic objectives. Also included is information on RITA's legislative history and assets. KW - Assets KW - Legislation KW - Research management KW - Strategic planning KW - U.S. Research and Innovative Technology Administration UR - http://www.rita.dot.gov/publications/strategic_plan/2008_2012/index.html UR - http://www.rita.dot.gov/publications/strategic_plan/2008_2012/pdf/entire.pdf UR - https://trid.trb.org/view/889610 ER - TY - RPRT AN - 01128887 AU - Federal Highway Administration AU - City of Fort Collins TI - City of Fort Collins Advanced Traffic Management System Final Report PY - 2009///Final Report SP - 8p AB - The Fort Collins Advance Traffic Management System (ATMS) was a FY01 earmarked project. The objective of the overall project was to rebuild the City’s entire traffic management system to utilize and provide Intelligent Transportation System (ITS) capabilities to its community and to the future regional transportation efforts. The earmarked funds were utilized for one component of that overall project goal, the fiber optic communications network (FON), which ties all the parts and capabilities together. Since the base ATMS project was completed in 2004 travel times have been reduced from 2% to 28% and the City is fully ready to tie into any regional ITS functions as well as share data and services with the City’s other agencies and services (Police department, Fire department, Transit, web sites for public access, etc). KW - Advanced traffic management systems KW - Fort Collins (Colorado) KW - Highway traffic control KW - Intelligent transportation systems UR - http://ntl.bts.gov/lib/30000/30500/30591/14452.pdf UR - https://trid.trb.org/view/888984 ER - TY - RPRT AN - 01128885 AU - Federal Highway Administration TI - City of Hattiesburg, Intelligent Transportation Systems (ITS) Deployment Program - Phase 1 PY - 2009///Local Evaluation Report SP - 4p AB - The Local Evaluation Report presented herein describes the progress achieved during Phase 1 of the Hattiesburg ITS project. Phase 1 consisted of installing the equipment necessary to create a Traffic Management Center (TMC) at the existing traffic headquarters located in Downtown Hattiesburg, and the installation of fiber optic cable along Hardy Street. The fiber optic cable installation included pullboxes and fiber drops at 6 existing Traffic Signals along the 2.4 mile stretch along Hardy Street. Due to the size of the project, the City of Hattiesburg let this project as a construction project with construction observation performed by a local engineering firm. As the scope of the Hattiesburg ITS project was rather limited, the items reported include the unit costs, a statement of lessons learned, and a brief discussion of institutional issues. The unit cost for the underground 48-count single-mode fiber optic cable installation was $112,500 per mile. This cost included a 4” HDPE roll pipe with (3) 1 ¼” interducts, and the fiber optic cable pulled through one of the interducts. Through the knowledge and experience gained by initiating the Hattiesburg ITS, the City of Hattiesburg can share its experiences with the Mississippi Department of Transportation (MDOT) as it begins to implement its portions of the ITS, which will connect to and be a continuation of this project. KW - Communication systems KW - Construction projects KW - Fiber optics KW - Hattiesburg (Mississippi) KW - Intelligent transportation systems KW - Traffic control centers UR - http://ntl.bts.gov/lib/30000/30600/30644/14453.pdf UR - https://trid.trb.org/view/888983 ER - TY - RPRT AN - 01127498 AU - Federal Aviation Administration TI - FAA Aerospace Forecast Fiscal Years 2009–2025 PY - 2009 SP - 94p AB - The FAA continues to forecast long term aviation growth, despite global economic conditions. Since 2000, U.S. airlines have dealt with the impacts of 9/11, heightened concerns about pandemics, the bankruptcy of four network carriers, record high fuel prices, and the most serious economic downturn since the Great Depression. In spite of these challenges, the number of passengers traveling continues to grow over the long term, demonstrating the value of air transportation to the public. In last year’s forecast the FAA predicted for the U.S. commercial aviation industry to carry one billion passengers by 2016. We now believe the industry will reach this mark in 2021. The 2009 forecast for commercial aviation calls for a sharp decline in activity in the near term, with a return to growth over the long term. The level of activity and demand in the long term, however, is not expected to snap back to levels published in the previous FAA forecast. The most significant factor preventing recovery to prior forecast levels is the state of the economy, both domestic and worldwide. In the U.S., the National Bureau of Economic Research reports the U.S. economy has been in recession since December 2007, with economists speculating this may be the deepest recession since the end of World War II. Indications are the global economy is not fairing any better. System capacity in available seat miles (ASMs) – the overall yardstick for how busy aviation is both domestically and internationally – will drop 6.7 percent this year, after posting a 1.2 percent increase during 2008, and then grow at an average of 3.8 percent per year through 2025. Air traffic will not rise to prior forecast levels even when the economy recovers because of the absence of significant price cuts as measured by real yield in the near term. Following previous downturns (e.g. the recessions in 1991 and 2001) carriers stimulated passenger demand by reducing fares sharply. The industry’s response to the current economic downturn is to better match supply (seats) and demand (passengers) by modestly cutting fares and dramatically reducing capacity. The average size of domestic aircraft is expected to decline by 0.7 seats in FY 2009 to 120.1 seats. The downturn in the economy has also dampened the near-term prospects for the general aviation industry. Longer-term, we see growth in business aviation demand driven by a growing U.S. and world economy. The shaky global economy that took hold in the latter part of 2008 is expected to put a squeeze on air travel demand through 2009, although falling oil prices will offset some of the decline in demand, allowing U.S. carriers to be profitable in 2009. To navigate the volatile operating environment, carriers are attempting to increase revenues per customer (through increased fares and/or additional fees) while driving down their costs by implementing capacity cutbacks (by reducing flights and/or gauge of aircraft, delaying deliveries of newer aircraft, and/or grounding older aircraft). Over the long term, we see a competitive and profitable industry characterized by increasing demand for air travel and air fares growing more slowly than inflation. KW - Air traffic KW - Air travel KW - Airline capacity KW - Airlines KW - Aviation KW - Civil aviation KW - Demand KW - Economic analysis KW - Economic conditions KW - Economic growth KW - Economic impacts KW - Forecasting KW - General aviation KW - Supply UR - http://www.faa.gov/data_research/aviation/aerospace_forecasts/2009-2025/media/2009%20Forecast%20Doc.pdf UR - https://trid.trb.org/view/887917 ER - TY - RPRT AN - 01127310 AU - Research and Innovative Technology Administration TI - National Transportation Statistics 2009 PY - 2009 SP - 499p AB - This document presents information on the U.S. transportation system, including its physical components, safety record, economic performance, energy use, and environmental impacts. National Transportation Statistics is a companion document to the Transportation Statistics Annual Report, which analyzes some of the data presented here, and State Transportation Statistics, which presents state-level data on many of the same topics presented here. The report has four chapters: Chapter 1 provides data on the extent, condition, use, and performance of the physical transportation network. Chapter 2 details transportation’s safety record, giving data on accidents, crashes, fatalities, and injuries for each transportation mode and hazardous materials. Chapter 3 focuses on the relationship between transportation and the economy, presenting data on transportation’s contribution to the gross domestic product, employment by industry and occupation, and transportation-related consumer and government expenditures. Chapter 4 presents data on transportation energy use and transportation-related environmental impacts. Every transportation mode is covered. KW - Economic factors KW - Energy consumption KW - Environmental impacts KW - Statistics KW - Transportation infrastructure KW - Transportation modes KW - Transportation safety KW - United States UR - http://www.bts.gov/publications/national_transportation_statistics/#front_matter UR - http://www.bts.gov/publications/national_transportation_statistics/pdf/entire.pdf UR - https://trid.trb.org/view/887848 ER - TY - RPRT AN - 01127119 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2007 Data: State Traffic Data PY - 2009 SP - 18p AB - This traffic safety fact sheet contains state traffic data in the following tables: (1) Traffic Fatalities and Fatality Rates, 2007; (2) Traffic Fatalities and Percent Change, 1975-2007; (3) Traffic Fatality Rates and Percent Change, 1975-2007; (4) Alcohol Involvement in Fatal Traffic Crashes, 1997 and 2007; (5) Speeding-Related Traffic Fatalities by Road Type and Speed Limit, 2007; (6) Passenger Vehicle Occupants and Motorcyclists Killed, 2007; (7) Traffic Fatalities and Vehicles Involved in Fatal Crashes by Type, 2007; (8) Fatalities in the Beds of Pickup Trucks, by Age, 2007; (9) Key Provisions of Occupant Restraint Laws and 2007 Belt Use Rates; (10) History of Motorcycle Helmet Laws; and (11) States With .08 Blood Alcohol Concentration Illegal Per Se Laws. A figure is presented showing 2007 Traffic Fatalities by State and Percent Change from 2006. KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Helmet laws KW - Motorcycle helmets KW - Motorcyclists KW - Per se laws KW - Pickup trucks KW - Seat belt use KW - Seat belt use laws KW - Speeding KW - States KW - Tables (Data) KW - Traffic data KW - Trend (Statistics) KW - Vehicle classification KW - Vehicle occupants UR - http://www-nrd.nhtsa.dot.gov/Pubs/811000.PDF UR - https://trid.trb.org/view/887805 ER - TY - RPRT AN - 01127019 AU - Murat, Alper E AU - Chinnam, Ratna Babu AU - Khasnabis, Snehamay AU - Wayne State University AU - University of Toledo AU - Research and Innovative Technology Administration TI - Value of ITS Information for Congestion Avoidance in Inter-Modal Transportation Systems PY - 2009///Final Report SP - 58p AB - This Year 2 Final Report focuses on infrastructure utilization in the study of intelligent transportation system (ITS) information for congestion avoidance in intermodal transportation systems. In this report, intermodal freight refers to the shipment of freight involving more than one mode of transportation (road, rail, air, and sea) during a single, seamless journey. In Section A the authors propose a modeling and solution framework for the dynamic air cargo routing on air networks subject to stochastic flight departure delays. After developing a stylized experimental setup, they illustrate the effect of various network factors on the dynamic routing efficiency. In addition, they present a case study using the real data for a dynamic air cargo routing originating from the Cleveland Hopkins International Airport (CLE) and destined to the Seattle-Tacoma International Airport (SEA). In section B, the authors extend their approach in Section A to the integrated dynamic routing on the air-road intermodal network. In addition to routing on the air network, they also make alternative access airport selection and dynamic routing decisions on the road network. They illustrate the approach via a case study for a cargo originating from the regions of southeast Michigan and northern Ohio. They consider three main commercial airports in this region: Detroit Metropolitan Wayne County Airport (DTW), Toledo Express Airport (TOL) and Cleveland-Hopkins International Airport (CLE). They determine an alternative access airport for the cargo under various scenarios. In section C, the authors consider the operational response model of an automotive manufacturer faced with a delay in shipments of a component. They consider the case where the manufacturer allocates scarce component inventory among different product lines such that the impact of shipment delay is minimized. They illustrate the modeling and solution methods in a stylized example from a major OEM. KW - Air cargo KW - Air road intermodal network KW - Case studies KW - Congestion avoidance KW - Delays KW - Dynamic routing KW - Freight transportation KW - Intelligent transportation systems KW - Intermodal transportation KW - Just in time production KW - Real time information KW - Shipments KW - Supply chain management UR - http://www.utoledo.edu/research/ututc/docs/UT-UTC-IU-4_Final_Report_Murat.pdf UR - http://www.utoledo.edu/research/ututc/researchprojects/UTUTC-IU-4.html UR - http://ntl.bts.gov/lib/44000/44700/44722/UTUTC-IU-17_Final_Murat.pdf UR - https://trid.trb.org/view/887763 ER - TY - RPRT AN - 01126430 AU - Research and Innovative Technology Administration TI - Bureau of Transportation Statistics Significant Accomplishments Fiscal Year 2008 PY - 2009 SP - 16p AB - The Bureau of Transportation Statistics (BTS) was established within the U.S. Department of Transportation (USDOT) in 1992 to collect, report, and analyze transportation data. Today, BTS is a component of the USDOT Research and Innovative Technology Administration (RITA). The BTS mission is to create, manage, and share transportation statistical knowledge with public and private transportation communities and the Nation. This mission is served by developing quality transportation data, promoting transportation knowledge through statistical products, and advancing the effective use of this knowledge by public and private transportation decision makers, researchers, and the American public. This paper presents the accomplishments of BTS during fiscal year 2008. KW - Data analysis KW - Data collection KW - Data quality KW - Information dissemination KW - Statistics KW - Transportation modes KW - U.S. Bureau of Transportation Statistics KW - United States UR - http://www.bts.gov/publications/significant_accomplishments/2008/pdf/entire.pdf UR - http://ntl.bts.gov/lib/35000/35300/35386/BTS2008.pdf UR - https://trid.trb.org/view/886528 ER - TY - RPRT AN - 01125383 AU - United States Department of Defense AU - Department of Homeland Security AU - Department of Transportation TI - 2008 Federal Radionavigation Plan PY - 2009 SP - 184p AB - The Federal Radionavigation Plan (FRP) is the official source of radionavigation policy and planning for the Federal Government. The FRP covers common-use, Federally operated radionavigation systems. This edition of the FRP combines the Federal Radionavigation Systems (FRS) document and the Federal Radionavigation Plan into one document. The 2008 edition updates and replaces the 2001 Federal Radionavigation Systems document and the 2005 Federal Radionavigation Plan. KW - Navigation KW - Planning KW - Policy KW - Radio UR - http://www.navcen.uscg.gov/pdf/frp/frp2008/2008_Federal_Radionavigation_Plan.pdf UR - https://trid.trb.org/view/885776 ER - TY - RPRT AN - 01350106 AU - Jones, Elizabeth R AU - Lancia, Richard AU - Doerr, Phil AU - North Carolina State University, Raleigh AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - The Effectiveness of Wildlife Crossing Structures for Black Bears in Madison County, North Carolina PY - 2008/81/05/Final Report SP - 123p AB - Roads have become an integral part of our society, but recently society has begun to realize the ecological impact that roads have on their surroundings. One major effect that roads have on large mammals is creating a barrier to movement of individuals both between and within populations. In an effort to alleviate this problem on a new interstate project, the North Carolina Department of Transportation constructed 2 8 x 8 ft (2.4 x 2.4 m) concrete box culverts on I-26 in Madison County, North Carolina, intended for use by North American black bears (Ursus americanus). Black bears have been observed using a variety of crossing structures, and it is not known what type of design best suits their needs. To determine the effectiveness of these crossing structures, each culvert’s wildlife activity was recorded by Cuddeback digital still cameras. In addition, digital video data were captured at one of the culverts and sampled to detect wildlife use of the culvert. From these data, detection probabilities and an overall estimate of wildlife use were calculated. Wildlife crossings at other structures along the roadway were also recorded, specifically at culverts built to carry streams under the interstate. Also, still cameras were installed at a few likely crossing locations along the roadway in an attempt to capture black bear presence adjacent to the roadway. Lastly, local residents were solicited for their crossing observations. Data were collected for at least a year, with some cameras running over a year. During that time 1,715 pictures were taken by the still cameras, and 152 clips of animal activity were collected from the video data. Black bears were detected or reliably reported along I-26 12 times, twice inside Culvert 2. A black bear was detected crossing the road at Culvert 2 4 times, with 1 instance resulting in a bear-fatal vehicle collision. A geographic information system (GIS) model was created to locate areas of possible high black bear movement in Madison County. While the primary goal was to evaluate the location of the culverts and predict bear crossing locations along the I-26 roadway, a secondary goal was to create a tool that could be used to aid in the placement of black bear crossing structures on future roads in the southern Appalachian Mountains. The general concept of the model is that every landscape variable included influences black bear movement to a certain degree, either in a positive or negative manner. To determine each variable’s weight, a group of black bear researchers with experience in the southern Appalachian Mountains was surveyed. The weights of all variables were added together to determine total bear movement values for each cell of the map. The map produced by combining the weights for all factors contained values ranging from –317 to 239, with negative values representing areas that impede black bear movement, and positive areas representing areas that promote it. Most of the cells contained positive values (385,973 cells); only 81,066 cells (17.35% of all cells) contained negative values. Black bear movement locations were collected along I-26 in order to validate the model. Values for the known bear locations were significantly different from the entire set of movement values (Chi square = 25.78, p = 0.002218, df = 9), and significantly different from the movement values within 1640.42 ft (500 m) of I-26 (Chi square = 47.12, p = 3.75 e to the -7 power, df = 9). Visually comparing the 2 sets of values indicated that most of the area near the interstate deterred bear movement, and bears chose locations with more positive movement values to actually move through. Bears have been detected in the area of the crossing structures, but have been rarely detected in them. This indicates that they are placed in fairly appropriate locations, which the GIS model confirms. However, wildlife use of crossing structures is thought to be influenced by a myriad of other factors, including human use, vehicle traffic levels, structure design, and wildlife fencing. Two factors can be addressed in an attempt to improve the crossing rates of black bears through the culverts on I-26: human use of the structures and the lack of wildlife fencing. Human use of the culverts could be discouraged by hanging signs and educating the public. Extending wildlife fencing from the culvert entrances could increase bear use of the culverts by funneling bears to the culverts to cross under the interstate. KW - Animal vehicle collisions KW - Appalachian Mountains KW - Black bears KW - Box culverts KW - Data collection KW - Digital cameras KW - Digital video KW - Geographic information systems KW - Habitat (Ecology) KW - Habitat connectivity KW - Location KW - Madison County (North Carolina) KW - Wildlife crossings KW - Wildlife fencing UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-14finalreport.pdf UR - http://ntl.bts.gov/lib/39000/39500/39567/2006-14finalreport.pdf UR - https://trid.trb.org/view/1113073 ER - TY - RPRT AN - 01325142 AU - Gilbo, Eugene P AU - Smith, Scott B AU - Volpe National Transportation Systems Center AU - Federal aviation Administration TI - Characterization of Uncertainty in ETMS Flight Events Predictions and its Effect on Traffic Demand Predictions PY - 2008/71 SP - 55p AB - The Enhanced Traffic Management System (ETMS) predicts traffic demand in the National Airspace System (NAS) up to 24 hours in the future to determine potential congestion in airspace or airports. To identify congestion, it finds time intervals and NAS elements (i.e., sectors, airports, and fixes) where predicted demand exceeds the capacity that has been input into ETMS. Based on the duration and magnitude of congestion, traffic flow management (TFM) specialists decide whether to take action to bring traffic demand down to capacity through various traffic management initiatives (TMIs), such as Ground Delay Programs (GDPs), Airspace Flow Programs (AFPs), or Miles-in-Trail (MIT). ETMS produces deterministic predictions of traffic demand and does not take into account the random errors in these predictions. This uncertainty in predictions creates uncertainty in the information that TFM specialists use in their decision-making process. A recent direction in TFM research is concerned with acknowledging the uncertainty in predictions and creating probabilistic TFM that considers the uncertainty in the decision-making process. The premise behind probabilistic TFM is that traffic managers will make better decisions if they use data and tools that reflect the uncertainty in the system. Probabilistic TFM is based on probabilistic representation of traffic demand and capacity of NAS elements through the respective probability distributions that allow for determining the probabilities of congestion. In order to obtain the probability distributions for probabilistic TFM, a thorough statistical analysis of prediction errors is needed to characterize the prediction uncertainties. This report presents the results of analysis and characterization of uncertainty in traffic demand predictions using ETMS data and probabilistic representation of the predictions. Our previous research, described in two prior reports, was focused on analysis of aggregate 15-minute traffic demand predictions in ETMS, on improving the accuracy of these predictions and increasing the stability of the ETMS monitor/alert function, while not explicitly considering the uncertainty in predictions of flight events for individual flights. This study continues the previous one. It also focuses on uncertainty in traffic demand predictions, but, unlike the previous one, it explicitly considers uncertainty in individual flights’ predictions for estimation of uncertainty in aggregate demand count predictions at NAS elements and for probabilistic representation of those predictions. KW - Air traffic control KW - Air traffic control facilities KW - Airport capacity KW - Airport congestion KW - Airspace (Aeronautics) KW - Airspace congestion KW - Flow control (Air traffic control) KW - Traffic congestion KW - Travel demand management UR - http://ntl.bts.gov/lib/35000/35000/35097/Gilbo_uncertainty_in_flight_events_predictions.pdf UR - https://trid.trb.org/view/1085883 ER - TY - RPRT AN - 01129888 AU - Sanchez-Silva, Mauricio AU - Rosowsky, David V AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - A Systems Approach to Risk Reduction of Transportation Infrastructure Networks Subject to Multiple Hazards PY - 2008/12/31/Final Report SP - 72p AB - Integrity, robustness, reliability, and resiliency of infrastructure networks are vital to the economy, security and well-being of any country. Faced with threats caused by natural and man-made hazards, transportation infrastructure network management must be directed towards: (1) understanding the network performance as a system; (2) modeling the dynamic interaction between the network and the external and internal demands; and (3) defining hazard management strategies to optimize resource allocation. The objective of the project is to develop a model of infrastructure transportation network that can be used to design efficient risk management strategies to ensure an acceptable performance (e.g., in terms of expected damage or recovery times) when subject to the action of individual, simultaneous, or sequential hazards. This study explores the performance of infrastructure networks using a systems approach. This approach is different from most existing modeling techniques in that networks will not be modeled as a collection of separate elements, but rather as a dynamic structured functional unit. This project develops new analytical methods built on a hierarchical structure of the system, which directs the analysis to the interaction and dependencies between components. These are used to characterize and model the emergent properties of the entire system. The performance of the network is integrated with the analysis of individual network components. Time-dependent models will be used for studying the life-cycle performance (mechanical and operational) of network components (e.g., bridges) and to maximize the objective performance function (e.g., cost or efficiency of the response) for different time windows. The case of the transportation network of Texas is used as an illustrative example of some parts of the model. KW - Analytical methods KW - Hazards KW - Life cycle analysis KW - Networks KW - Resource allocation KW - Risk management KW - Strategic planning KW - Systems analysis KW - Texas KW - Time dependence KW - Transportation infrastructure UR - http://utcm.tamu.edu/publications/final_reports/Sanchez-Silva_08-01-13.pdf UR - https://trid.trb.org/view/890110 ER - TY - RPRT AN - 01121692 AU - Wang, Yinhai AU - Malinovskiy, Yegor AU - Wu, Yao-Jan AU - TransNow, Transportation Northwest AU - Federal Highway Administration TI - Occlusion Robust and Environment Insensitive Algorithm for Vehicle Detection and Tracking Using Surveillance Video Cameras PY - 2008/12/31/Research Report SP - 79p AB - With the decreasing price of video cameras and their increased deployment on roadway networks, traffic data collection through video imaging has grown in popularity. Numerous vehicle detection and tracking algorithms have been developed for video sensors. However, most existing algorithms function only within a narrow band of environmental conditions and occlusion-free scenarios. In this study, a novel video-based vehicle detection and tracking algorithm is developed for traffic data collection under a broader range of environmental factors and traffic flow conditions. This algorithm employs a scan-line approach to generate spatio-temporal maps representing vehicle trajectories. Vehicle trajectories are then extracted by determining the Hough lines of the obtained ST-maps and grouping the Hough lines using the connected component analysis method. The algorithm is implemented in C++ using OpenCV and BOOST C++ libraries and is capable of operating in real-time. Over five hours of surveillance video footage was used to test the algorithm. Detection count errors ranged from under 1% in the relatively simple situations to under 15% in highly challenging scenarios. This result is very encouraging because the test video sets were taken under demanding conditions that ordinary video image processing algorithms cannot deal with. This implies that the algorithm is robust and able to produce reasonably accurate vehicle detection results under scenarios with adverse weather conditions and various vehicle occlusions. However, this algorithm requires approximately constant vehicle speed to perform well. Further research is necessary to extend the capabilities of the current algorithm to stop-and-go traffic conditions. KW - Algorithms KW - Data collection KW - Detection and identification KW - Traffic data KW - Traffic speed KW - Traffic surveillance KW - Video cameras UR - http://ntl.bts.gov/lib/31000/31700/31732/TNW2008-12_Wang_Occlussion_61-6020.pdf UR - https://trid.trb.org/view/883811 ER - TY - ABST AN - 01462018 TI - Concrete Overlay Field Application Program-Part B AB - No summary provided. KW - Concrete KW - Field tests KW - Overlays (Pavements) KW - Research projects UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=-79941760 UR - https://trid.trb.org/view/1230238 ER - TY - RPRT AN - 01156908 AU - Sezen, Halil AU - Fisco, Nicholas AU - Luff, Patrick AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Validation of ODOT’s Laser Macrotexture System PY - 2008/12/30 SP - 158p AB - This paper investigates and compares mean profile depth (MPD) measurements from two laser-based macrotexture measuring devices, namely a laser profiler and an Ames Laser Texture Scanner, to mean texture depth (MTD) results from volumetric sand patch tests. In addition, the effects of speed and material type on the MPD results for the profiler were also researched. The study used data obtained from field testing at three sites, each with a variety of pavement types, and laboratory testing on various types of Hot Mix Asphalt (HMA) and Portland cement concrete samples of varying finish, as well as other common, manufactured, textured samples. Analysis of the data showed that the MPD obtained from the Ames Laser Texture Scanner had the highest correlation to the MTD measurements determined using the sand patch test. It was also determined that the MPD values taken by the laser profiler decreased as the speed at which the sample was traveling increased. A new correlation for predicting MTD from laser profiler MPD was developed through laboratory testing. Additionally, it was found that material type had an effect on the laser MPD values. KW - Depth KW - Laser profilers KW - Macrotexture KW - Pavement performance KW - Profilers KW - Profilometers KW - Sand patch method KW - Surface course (Pavements) KW - Surface course irregularities KW - Surface texture tests KW - Tomography UR - http://worldcat.org/arcviewer/1/OHI/2009/04/14/H1239744563425/viewer/file1.pdf UR - https://trid.trb.org/view/917525 ER - TY - RPRT AN - 01160579 AU - Kolodinsky, Jane AU - Roche, Erin AU - University of Vermont, Burlington AU - Department of Transportation TI - Incentive Elasticity of Demand for Bike/Walk Program PY - 2008/12/29 SP - 31p AB - The primary objective of this research was to estimate the “incentive” (price) elasticity of demand for using non-motorized transportation (specifically walking and bicycling) to work. Results can be used directly in the formation of local policies to encourage these activities. Benefits include improved environmental quality and decreased incidence of obesity. A secondary objective was to develop profiles of “heavy,” “medium,” and “light” users of the program in terms of demographic characteristics, behaviors associated with the program, and seasonality. This study used the Bike/Walk Bucks program data available from the Campus Area Transportation Management Association (CATMA). The project included an extensive literature review. KW - Behavior KW - Benefits KW - Bicycling KW - Demographics KW - Elasticity (Economics) KW - Literature reviews KW - Nonmotorized transportation KW - Seasonal factors KW - Travel demand KW - Walking KW - Work trips UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-08-003.pdf UR - https://trid.trb.org/view/921439 ER - TY - RPRT AN - 01160574 AU - Cross, Michael AU - Pelletier, Keith AU - Varhue, Walter AU - University of Vermont, Burlington AU - University of Vermont, Burlington AU - Department of Transportation TI - Performance of a Battery Electric Vehicle in the Cold Climate and Hilly Terrain of Vermont PY - 2008/12/23/Final Report SP - 37p AB - The goal of this research project was to determine the performance of a battery electric vehicle (BEV) in the cold climate and hilly terrain of Vermont. For this study, a 2005 Toyota Echo was converted from an internal combustion engine (ICE) vehicle to a BEV by EVermont and leased to the University of Vermont (UVM) for testing. The vehicle in this study contains a new battery technology, called Zebra. The new battery system is a molten salt battery, which requires that the battery be operated at an elevated temperature of approximately 295°C. These batteries offer both high energy and high power densities which are well suited for use in electric vehicles. If the temperature of the battery is allowed to drop below this temperature range, a lengthy start-up procedure taking a couple of days may be required. To avoid this, the car is designed with the battery in a well insulated enclosure that maintains its high temperature for several days. In addition to the insulation, the vehicle remains plugged in while not in use to keep the batteries warm. The vehicle was able to achieve the goals of a 71 mile range, capable of highway speeds, and comfortable seating for four. Although the vehicle range did decrease during the winter months, mostly due to the use of electric heat, the substitution of kerosene heat increased the range nearly to that obtained in the warmer months. The results of this study suggest that the Zebra battery technology is an appropriate choice for cold climates. However, due to the “soft” nature of the battery, it may not suit the needs of drivers in hilly terrain. KW - Cold weather KW - Electric batteries KW - Electric vehicles KW - Hills KW - Molten salt batteries KW - Range (Vehicles) KW - Speed UR - http://www.uvm.edu/~transctr/trc_reports/UVM-TRC-08-002.pdf UR - https://trid.trb.org/view/921437 ER - TY - RPRT AN - 01141659 AU - Ooi, Phillip S K AU - Lin, Xiaobin AU - University of Hawaii, Manoa AU - Hawaii Department of Transportation AU - Federal Highway Administration AU - KSF, Incorporated TI - Integral Abutment Bridges Supported on Concrete Deep Foundations PY - 2008/12/23/Final Report SP - 151p AB - Integral abutment bridges (IABs) are jointless bridges traditionally supported on a single row of steel H-piles since H-piles are flexible and are able to accommodate lateral deflections well. In Hawaii, H-piles have to be imported, corrosion tends to be severe in the middle of the Pacific Ocean, and the low buckling capacity of H-piles in scour-susceptible soils has led to a preference for using large diameter drilled shafts. A drilled shaft-supported-IAB was instrumented to study its behavior during and after construction. After 45 months, strain gage data indicate that the drilled shafts remain uncracked. However, inclinometer readings provide a conflicting viewpoint. Full passive pressures never developed behind the abutments as a result of temperature loading because the (1) bridge span is small, (2) temperature fluctuations are low in Hawaii, and (3) long term movements are dominated by concrete creep and shrinkage of the superstructure that pulls the abutments towards the stream. This same IAB was studied using the finite element method (FEM) in both 2- and 3-D. 3-D FEM yields larger pile curvature and moments than 2-D because in 3-D, the soil is able to displace in between thereby "dragging" the shafts to a more highly curved profile while soil flow is restricted by plane strain beam elements in 2-D. The monitoring data and numerical analyses also demonstrate the importance of considering staged construction analysis in design of IABs in highly plastic clays. Ignoring the construction-induced displacements will lead to underestimation of the design shaft moments. Also, measured shaft axial loads were higher than FEM values. It is possible that there are differences between the assumed and actual shaft axial stiffness and uneven distribution of loads among shafts. It is suggested that the length of future IABs in Hawaii be incrementally increased and their performance observed. KW - Axial loads KW - Bridge foundations KW - Clay KW - Construction KW - Displacements (Structural) KW - Drilled shafts KW - Finite element method KW - Hawaii KW - Inclinometers KW - Jointless bridges KW - Moments (Mechanics) KW - Monitoring KW - Plasticity KW - Stiffness KW - Strain gages KW - Three dimensional analysis KW - Two dimensional analysis UR - https://trid.trb.org/view/902068 ER - TY - RPRT AN - 01469930 AU - Brewer, Wilson AU - Howard, Dennis AU - Anderson, Kimberly AU - Edwards, Donchelle AU - Langston University AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Langston University Addressing the Need for Technical Support Services in Housing the Oklahoma Department of Transportation Research Library PY - 2008/12/19/Final Report SP - 24p AB - The Oklahoma Department of Transportation (ODOT) Training Center utilizes Material’s Division personnel from time to time to evaluate asphalt and aggregates lab work for building bituminous pavements. These personnel are needed for more critical engineering and management duties. The Principal Investigator (P.I.) completed aggregate and asphalt certification training held at the ODOT Materials Division laboratory. Procedures trained for were the sampling of aggregates, reducing samples of aggregates to testing size, etc. Other tests performed were sampling bituminous paving mixtures, reducing samples of hot-mix asphalt to testing size, etc. Langston University (LU) provides technical assistance by organizing ODOT-Oklahoma Transportation Center (OTC) Research Day. This task included contacting speakers that have contractual research project obligations with ODOT and OTC arranging the speakers in a logical manner according to various transportation categories, inviting guest from the concrete and asphalt associations, provided agendas, arranged for food and organized poster displays’. Langston secured the technical support personnel which included operating the power point computer, photographing the event and video-taping speakers. A list of research ideas submitted during the brainstorming session was developed. There was a poster display. The librarian and librarian assistant have been putting all available Compact Discs (CD) and research booklets into Paradox 10 database system at the Oklahoma Department of Transportation library. Personnel facilitated and maintained access to recent and frequently requested materials, publications, CDs and other information. LU’s undergraduate science department and the graduate program in education provided an avenue of support personnel for the library. KW - Langston University KW - Library operations KW - Oklahoma Department of Transportation KW - Performance evaluations KW - Research KW - Research and educational facilities KW - Support services KW - Training UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0806.pdf UR - https://trid.trb.org/view/1237855 ER - TY - ABST AN - 01462617 TI - North American Marine Highway Operations AB - A recent NCHRP study (Project 20-24 [52]) estimates that the U.S. population will grow from 300 million to 380 million by 2035 and that the underlying economy will expand even faster. To support this growth according to the study, freight transportation will almost double. As incomes rise, people and businesses use more transportation. Yet, widespread highway and rail transportation congestion already extracts enormous costs in lost revenue and wasted time and fuel because the nation has neither invested enough in new transportation infrastructure, nor used existing infrastructure efficiently. For example, the United States has an abundance of navigable rivers, lakes, canals, seaways, and coastal waterways. While this marine highway system (often referred to as short sea shipping) is used to move billions of tons of freight each year, a tremendous amount of capacity is unused. Greater use of the marine highway system capacity could reduce major choke points on highways and railroads, reduce fuel consumption, and reduce air pollution and greenhouse gas emissions. For instance, the U.S. Department of Transportation, Maritime Administration, states that a marine barge carrying 456 containers would use 75 barrels of oil, while the 456 trucks that would be required to move the same cargo would use 645 barrels of oil. However, there are significant barriers and constraints -- ranging from governmental policy and regulations to inadequate landside access -- that currently preclude the widespread and efficient use of the North American marine highway system. Better insight is needed to understand the underlying reasons for the underutilization of the marine highway system. The objective of the research is to produce a white paper that evaluates the potential for moving intermodal containers, containers on chassis, non-containerized trailers, or rail cars on marine highways in North America. The research will assess the conditions for feasibility, identify barriers (e.g., economic, technical, regulatory, and logistical), and propose solutions for barrier elimination. KW - Carriers KW - Freight transportation KW - Intermodal terminals KW - Intermodal transportation KW - Policy KW - Policy, legislation and regulation KW - Railroad transportation KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2410 UR - https://trid.trb.org/view/1230838 ER - TY - RPRT AN - 01207437 AU - Galarus, Douglas AU - Schoep, Gary AU - Western Transportation Institute AU - California Department of Transportation AU - Federal Highway Administration TI - Advanced CMS PY - 2008/12/17/Final Report SP - 19p AB - In cooperation with the California Department of Transportation (Caltrans), Montana State University's Western Transportation Institute has begun development of a Changeable Message Sign (CMS) specification, the Model 700, for use by all Caltrans Districts. In addition to and preceding this final report, four items were produced as project deliverables: Survey of State Departments of Transportation on use of CMS technology; Survey of Caltrans districts and departments on use of CMS technology; Draft Concept of Operations document; and Presentation of the project at the Intelligent Transportation Society’s World Congress. This document is presented as a high-level summary. The items listed above should be referenced for further detail. KW - California Department of Transportation KW - Specifications KW - Variable message signs UR - http://www.westerntransportationinstitute.org/documents/reports/4W1215_Final_Report.pdf UR - https://trid.trb.org/view/968172 ER - TY - RPRT AN - 01127013 AU - Rephio, J AU - Miller, Sheryl AU - Haas, Robert AU - Saporta, Harry AU - Stock, Dan AU - Miller, D AU - Feast, L AU - Brown, Bruce AU - Science Applications International Corporation AU - Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Transit Administration TI - Side Object Detection System Evaluation: Final Evaluation Report PY - 2008/12/15/Final Evaluation Report SP - 179p AB - Nearly 46% of bus accidents across the United States each year occur on the left or right side of the bus. These collisions result in property damage, and they can negatively impact on revenue operations and public perception. The first commercially available side collision warning system for transit buses entered the market in 2004. The system is designed to help bus operators navigate tight maneuvers at speeds below 15 mph and with lane changes at speeds greater than 15 mph. This report presents the findings of a federally sponsored, independent evaluation of the system. The evaluation aimed to address three key goals: (1) to assess operator usability and acceptance of the technology; (2) to assess the return on investment of the technology; and (3) to identify lessons learned and other information that would be useful to agencies considering deployment of this technology or similar technologies. The evaluation team worked with three participating agencies to gather a wide range of data through interviews, surveys, focus groups, interviews, site visits and observations, collision records, and cost data. The findings indicated that operators were optimistic about the potential of a side-impact collision warning device and that the side object detection system (SODS) was useful in certain situations and that it had in fact prevented collisions, in particular those that involved detecting an object in the operator’s blind spot. However, operators did not find the system usable in its current design, particularly with regard to the quality and frequency of visual and audible alerts. Additionally, the return on investment analysis indicated that the early-adopters of this technology are not likely to experience a return on investment within 12 years, the typical life of a bus. However, agencies investing in this type of technology in the future may not face the same institutional challenges as the early-adopters or may have different collision characteristics, and thus may see a sooner return on their investment. These institutional issues can be significant if not properly accounted for prior to system deployment. All transit agency stakeholders—operations, maintenance, training, safety, and claims—must have a clear understanding of the technology capabilities and its limitations. Inconsistency in system installation resulted in varying operational characteristics among the different bus models and influenced operators’ perceptions of system reliability. Additionally incomplete training and system activation prior to all affected operators being trained led many operators to incorrectly understand the technology, system operation, and system limitations. Similarly, incomplete maintenance staff training led to improper troubleshooting and testing of the technology. Agencies considering SODS or similar safety devices for their transit fleet should first consider the lessons learned experienced by these agencies. KW - Acceptance KW - Case studies KW - Crash avoidance systems KW - Institutional issues KW - Lessons learned KW - Return on investment KW - Side crashes KW - Side object detection systems KW - Transit buses UR - http://ntl.bts.gov/lib/30000/30700/30704/14461.pdf UR - https://trid.trb.org/view/887762 ER - TY - ABST AN - 01464319 TI - Long-Range Strategic Issues Facing the Transportation Industry AB - The transportation industry will face new and emerging challenges in the future that will dramatically reshape transportation priorities and needs. The American Association of State Highway and Transportation Officials (AASHTO) recognizes that research can help ensure that transportation practitioners are equipped to deal with future challenges facing the industry over the next 30 to 40 years. These challenges may derive from the impacts of major global trends, such as climate change, changes in the cost of fuels, and new technology, and from domestic trends, such as changing demographics and lifestyle expectations, changes in land use patterns, and limitations in current transportation finance methods. AASHTO has allocated $5,000,000 to examine longer-term strategic issues both global and domestic that will likely affect state departments of transportation (DOTs) and directed $1,000,000 to each of the following projects: (1) Potential Changes in Goods Movement and Freight in Changing Economic Systems and Demand; (2) Framework for Advance Adoption of New Technologies to Improve System Performance; (3) Approaches to Enhance Preservation, Maintenance, and Renewal of Highway Infrastructure; (4) Effects of Changing Transportation Energy Supplies and Alternative Fuel Sources on Transportation; and (5) Potential Impacts of Climate Change on Transportation Infrastructure and Operations, and Adaptation Approaches. The 2008 report, "Long-Range Strategic Issues Facing the Transportation Industry" prepared by ICF International of Fairfax, Virginia, presents a framework for this effort and identifies future issues and trends, which may create new challenges for the transportation industry, based on a literature scan of work conducted by futurists, demographers, economists, and other experts. Research conducted for this project will focus on a longer timeframe (30 to 40 years) than are typically examined in the NCHRP programs. Although some of the future challenges facing the transportation industry are emerging today, the goal of this research is to look beyond and focus on the longer term consequences. Independently, and in combination, these trends may have significant implications for the transportation system. Many of the trends and forces affecting the future are interrelated and the crosscutting linkages between trends and forces that will affect transportation in the future will be examined. Research conducted for this project should consider the following two goals: (1) anticipate the future issues that may be approaching so that transportation agencies are better prepared to respond to new and emerging challenges; and (2) explore visions of what the future should look like, so that transportation agencies can help shape the future through their decision-making.

KW - Climate change KW - Freight traffic KW - Long range planning KW - Strategic planning KW - Technical planning KW - Transportation infrastructure KW - Urban goods movement UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2628 UR - https://trid.trb.org/view/1232548 ER - TY - RPRT AN - 01124562 AU - Ndubisi, Forster AU - Dumbaugh, Eric AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Graduate Certificate in Transportation Planning PY - 2008/12/12/Final Report SP - 37p AB - The purpose of this project was to develop and implement a graduate Certificate in Transportation Planning at Texas A&M University. Texas A&M currently offers instruction in transportation through its Masters of Urban Planning and Civil Engineering programs. However, there is a growing need in transportation workforce development for students with a broad, interdisciplinary foundation as well as specialized instruction in three critical areas: Transportation Systems Planning, Transportation and Urban Design, and Transportation Policy. The transportation planning certificate program meets the need by offering a broad selection of existing and newly developed courses in transportation-related disciplines taught by faculty from several academic units and researchers at Texas Transportation Institute. The program was developed by the Department of Landscape Architecture and Urban Planning in the College of Architecture at Texas A&M University, in partnership with the Texas Transportation Institute and Texas A&M’s Zachry Department of Civil Engineering and George Bush School of Government and Public Service. The certificate program fosters lasting partnerships between the participating departments and programs, and the certificate is an option for any graduate student at Texas A&M with an interest in transportation. KW - Certification KW - Education KW - Graduate study KW - Interdisciplinary studies KW - Texas A&M University KW - Transportation planning KW - Transportation policy KW - Urban design UR - http://utcm.tamu.edu/publications/final_reports/Ndubisi_07-06.pdf UR - https://trid.trb.org/view/885830 ER - TY - RPRT AN - 01122739 AU - Richardson, James K AU - Smith, Brian Lee AU - University of Virginia, Charlottesville AU - Department of Transportation AU - Mid-Atlantic Universities Transportation Center TI - Development of Archiving and Data Fusion Strategies for Travel Time Data PY - 2008/12/12/Final Report SP - 15p AB - There is currently a robust field of research dedicated to estimating travel time on road networks. Nearly all of this work has focused on the task of deriving travel time from loop-detector data and various probe monitoring approaches. However, there has been little effort devoted to effectively and efficiently manage travel time data originating from multiple sources. Archived Database Management Systems (ADMS) emerged as a response to the need to manage and store the massive amounts of data being generated by “traditional” ITS technologies (in most cases, point detector data). Yet, while ADMS systems have been successful in storing vast amounts of point data such as speed, occupancy, and volume, there is currently no consensus on the best approach to storing and managing travel time data. This research explored the issues involved in managing travel time data and looks at information technology and statistical methods to address the key challenges in this area. The results presented in this report include a new data model to accommodate travel time data according to three distinct dimensions of the data: the source, the spatial extent, and the time of measurement. In addition, the report presents a proposed data fusion method based on weighting values derived from space, time, and source specific functions. KW - Data banks KW - Data fusion KW - Database management systems KW - Information technology KW - Statistics KW - Travel time UR - http://cts.virginia.edu/docs/UVACTS-14-5-144.pdf UR - https://trid.trb.org/view/884313 ER - TY - RPRT AN - 01122500 AU - Gattis, J L AU - Bryant, Micah AU - Duncan, Lynette K AU - Mack-Blackwell Transportation Center AU - Research and Special Programs Administration TI - Acceleration Lane Design for Higher Truck Volumes PY - 2008/12/09/Final Report SP - 104p AB - The research project examined attributes associated with tractor-trailer trucks accelerating on freeway entry ramps and entering the main traffic lanes. Data for this project were collected at five commercial vehicle weigh stations in Arkansas and Missouri, which allowed the researchers to examine the effects of vehicle weight as the trucks accelerated. Other attributes examined included truck speeds at various distances from the scales, freeway volumes, and freeway grades. From the analysis, the report offers recommendations about the lengths of acceleration lanes needed for heavy vehicles to accelerate to speeds closer to the speeds on the main lanes, and be less disruptive to freeway traffic flow as the heavy vehicles merge into the main lanes. KW - Acceleration lanes KW - Arkansas KW - Commercial vehicles KW - Data collection KW - Heavy vehicles KW - Merging traffic KW - Missouri KW - On ramps KW - Speed KW - Traffic volume KW - Trucks KW - Weigh stations UR - http://ntl.bts.gov/lib/31000/31400/31470/MBTC_2094_FINAL.pdf UR - https://trid.trb.org/view/884175 ER - TY - RPRT AN - 01548655 AU - Mixon, Paul AU - Arkansas State Highway and Transportation Department AU - Federal Highway Administration TI - Updating the AHTD Manpower Forecasting Program PY - 2008/12/08/Final Report SP - 14p AB - The Arkansas State Highway and Transportation Department (AHTD) Manpower Forecasting Program is used by construction engineers to estimate the manpower inspection needs for the Resident Engineer (RE) offices throughout the State of Arkansas. This program has been updated using recent AHTD completed job data. Generally, the forecasting program estimates the labor required to inspect projects as they are constructed, determines when and where this labor is needed, and generates various reports on this information. Both man-hour prediction and job length prediction equations have been updated by performing linear regression analysis on AHTD completed job data. Almost all of the updated linear equations exhibited an increase in y-intercept value and a decrease in slope. These changes correspond to a lower man-hour prediction and a shorter length prediction for a given job cost. Completed AHTD job data was unavailable for several types of work which have historically been included in the forecasting program. KW - Arkansas State Highway and Transportation Department KW - Computer programs KW - Construction projects KW - Deployment KW - Forecasting KW - Inspection KW - Inspectors KW - Linear regression analysis UR - http://www.arkansastrc.com/TRC%20REPORTS/TRC%200705.pdf UR - https://trid.trb.org/view/1334409 ER - TY - RPRT AN - 01124563 AU - Damnjanovic, Ivan D AU - Wimsatt, Andrew J AU - Butenko, Sergiy I AU - Seyedshohadaie, Reza AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Impact of Reconstruction Strategies on System Performance Measures: Maximizing Safety and Mobility While Minimizing Life-Cycle Costs PY - 2008/12/08/Final Report SP - 49p AB - The objective of this research is to develop a general methodological framework for planning and evaluating the effectiveness of highway reconstruction strategies on the system’s performance measures, in particular safety, mobility, and the total cost of network rehabilitation. Transportation networks are characterized by uncertainty that stems from different sources and transportation planners should consider risks involved in uncertainty in model parameters. In this research, Conditional Value at Risk (CVaR) is used to quantify and measure the risk in pavement performance and travel demand. First, a method of constructing risk‐based rehabilitation policies for a network of pavement facilities that ensures a specific quality level is introduced. Second, to enhance network mobility, several optimization models to minimize travel time for all paths connecting the same origin and destination pair is presented. Finally, to improve network safety during capacity expansion decisions, two models are presented to reduce accident rate by changing the ratio of flow to the link capacity to reduce injury and fatal accidents and property damage accidents. KW - Crash rates KW - Highway capacity KW - Highway safety KW - Life cycle costing KW - Mobility KW - Pavement performance KW - Reconstruction KW - Rehabilitation (Maintenance) KW - Risk analysis KW - Risk based maintenance KW - Strategic planning KW - Traffic flow KW - Travel demand KW - Travel time UR - http://utcm.tamu.edu/publications/final_reports/Damnjanovic_07-04.pdf UR - https://trid.trb.org/view/885842 ER - TY - ABST AN - 01462717 TI - Truck Drayage Practices AB - Truck drayage is an integral part of the intermodal transportation network. The most visible drayage sector is at seaports, where dray drivers often spend a considerable amount of time waiting to enter the terminal and operating in non-productive ways while inside the terminal. This leads to increased truck idling, resulting in ever increasing air pollution and congestion on the roads leading into terminals. However, there has been little analysis of all the other aspects of drayage at intermodal facilities, such as overall quality of life issues, operational efficiency issues, community impact, and an understanding of the dray as a key link in the logistics chain. The objective of the research is to describe the total drayage system as it currently exists as a link to all freight modes, focusing both inside and outside the "gate." Factors to be investigated by mode include: idle time in the queue outside the gate and the reasons; air quality impacts; productivity comparisons; transaction requirements; security requirements and variations; and drayage driver economic issues by mode. KW - Air quality management KW - Drayage KW - Freight transportation KW - Intermodal transportation KW - Mode choice KW - Truck tractors KW - Trucking UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2412 UR - https://trid.trb.org/view/1230939 ER - TY - ABST AN - 01462615 TI - A Practical Guide for Recruiting Minorities for Chief Executive Officers at Public Transportation Agencies AB -
In annual reviews of the makeup of executives within the nation's public transportation agencies, people of color do not emerge as Chief Executive Officers (CEOs) of many organizations. A review of the demographic profile of the ridership using public transportation reveals that, in urban areas, 57% of transit riders using rail as a mode of transportation describe themselves as African -American, Latinos or Asian, and 60% of transit riders using roadway modes describe themselves as African-American, Latinos, or Asian, (See The American Public Transportation Association (APTA), "A Profile of Public Transportation Passenger Demographics and Travel Characteristics Reported on On-Board Surveys," Washington, DC, May, 2007.) Of the $10 billion in public transportation fares collected annually, more than half of those fares are paid by minorities. According to the 2000 Census data, in six out of eight of the largest metropolitan areas, minorities are the collective majority. Yet, in the top 20 public transportation agencies, only four are lead by minority CEOs. The percentage of CEOs decreases as you expand beyond the top 20 public transportation agencies. It is well established that a diverse workforce at all levels of the organization that reflects the demographics of the public served increases the public's confidence in the transportation agency. When these realities are coupled with the results of reviews about increased diversity in the workplace creating greater productivity, efficiency, and positive impact on the business environment, the business case for more diverse leadership is clear.

It is well documented that CEOs and their governing boards set the corporate agenda. CEOs provide the leadership to achieve diversity and inclusion goals for any organization and drive results that recognize the business imperative of reaching diverse consumers, clients, and employees. Public transportation governing boards are responsible for appointing the chief executive. The qualities and skills the board will look for in a CEO will vary in each situation, depending on the strategic direction. The board typically chooses to use an independent executive search firm to recruit the CEO. Governing boards and recruitment consultants express difficulty in finding qualified minorities for CEO positions. Research is needed to alleviate the challenges faced by public transportation governing boards and recruiters who are striving to obtain a diverse workforce, beginning with the executive ranks. The objectives of this research are to (1) assess the transit industry's recruitment processes for CEOs; (2) develop a business case that documents the benefits of minorities in public transportation leadership positions; (3) develop strategies to recruit minorities for CEO positions; and (4) develop tool(s) and guidelines to assist governing boards of public transportation agencies in the recruiting of minority CEOs. The panel is primarily interested in research related to recruitment of minorities into CEO positions at public transportation agencies and secondarily at other executive C level positions. The audience for this research is intended to include members of public transportation governing boards, executive search firms, directors of human resources, and other key transit officials.
KW - Chief executive officers KW - Minorities KW - Public transit KW - Recruiting KW - Research projects KW - Ridership KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2362 UR - https://trid.trb.org/view/1230836 ER -