TY - RPRT AN - 01472074 AU - Johnson, Erin A AU - Lechtenberg, Karla A AU - Reid, John D AU - Sicking, Dean L AU - Faller, Ronald K AU - Bielenberg, Robert W AU - Rohde, John R AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Approach Slope for Midwest Guardrail System PY - 2008/12/04/Final Report SP - 124p AB - AASHTO’s Roadside Design Guide recommends that W-beam guardrails should not be placed on roadside slopes of 8:1 or steeper. This restriction often controls barrier placement decisions. Due to the slope limitations, designers are often faced with placing the guardrails near the edge of the shoulder. The long lengths of guardrail placed in close proximity to the edge of the shoulder greatly increases accident frequency with the guardrail. However, with the development of the Midwest Guardrail System, the mounting height and deeper blockout may provide improved performance to relax the recommendations provided in AASHTO’s Roadside Design Guide. An LS-DYNA simulation study was conducted in order to determine the critical slope and associated offset for placement of the Midwest Guardrail System. An 8:1 slope was identified as the critical slope for the pickup truck impact condition, and the front face of the Midwest Guardrail System (MGS) was placed 1.5 m (5 ft) down from the slope break point. Two full-scale vehicle crash tests were performed on the system. The first was with a ¾-ton pickup truck, impacting the system at a speed and angle of 100.4 km/h (62.4 mph) and 25.9 degrees, respectively. The second crash test was performed using a small car, impacting the system with a speed and angle of 99.6 km/h (61.9 mph) and 21.6 degrees, respectively. Both tests were conducted and reported in accordance with requirements specified in the National Cooperative Highway Research Program (NCHRP) Report No. 350, Recommended Procedures for the Safety Performance Evaluation of Highway Features and were determined to be acceptable according to the Test Level 3 (TL-3) evaluation criteria. KW - Guardrails KW - Highway safety KW - Impact tests KW - Location KW - Midwest Guardrail System KW - Simulation KW - Slopes UR - http://dx.doi.org/10.1080/19439960902735212 UR - http://www.tandfonline.com/doi/abs/10.1080/19439960902735212#.VCxKH2ddXng UR - https://trid.trb.org/view/1239503 ER - TY - RPRT AN - 01124568 AU - Cherrington, Linda K AU - University Transportation Center for Mobility AU - Research and Innovative Technology Administration TI - Nationwide Examples of State and Local Funds for Mass Transit PY - 2008/12/04/Final Report SP - 209p AB - One of the transportation challenges facing Texas is the identification of adequate funding for mobility projects. During the 80th Texas Legislature, several proposals were made to address mass transit funding for the metropolitan areas of the state. The chairman of the Texas Senate Committee on Transportation and Homeland Security requested the Texas Transportation Institute to update previous research on national examples for funding regional transit and to provide additional information on regional rail projects. The research is presented in this paper documenting nationwide examples for funding mass transit and regional rail. The research findings provide background information for members of the Senate Committee as they consider and make decisions for funding mass transit in Texas. KW - Federal aid KW - Financing KW - Public transit KW - Rail transit KW - State aid KW - Texas UR - http://utcm.tamu.edu/publications/final_reports/Cherrington_08-00-19.pdf UR - https://trid.trb.org/view/885833 ER - TY - ABST AN - 01464522 TI - Evaluation of the Use of Electronic Shipping Papers for Hazardous Materials Shipments AB - When offering hazardous material (HM) for transportation, a shipper is required to create a shipping paper that is intended to inform the carrier of the inherent risks involved in the handling and transport of the material. Shipping papers also contain specific hazard information, standardized so that emergency responders may identify appropriate measures to be taken in the event of a HM incident. The U.S. Department of Transportation requires carriers to have a shipping paper with the HM shipment at all times, and both the shipper and carrier must retain a copy of this shipping paper for a period of time after the shipment has reached its final destination. HM shipping papers have some drawbacks: the current paper documents may not be interchangeable between modes; a paper system is labor intensive; and paper is perishable to the extent that in some HM incidents, the shipping papers may be destroyed, removing vital emergency response information. Organizations representing shippers and carriers have expressed the need to improve the process by allowing the option of electronic shipping papers as an important tool for enhancing productivity and efficiency in HM transport. The International Maritime Dangerous Goods Code and the International Civil Aviation Technical Instructions for the Safe Transport of Dangerous Goods by Air (ICAO Technical Instructions) permit the use of electronic data processing (EDP) and electronic data interchange (EDI) transmission techniques. Nevertheless, carriers still usually require HM shippers to generate HM shipping papers prior to accepting cargo, partly because no shipment can move only by aircraft or vessel, and regulations governing other modes may not facilitate the use of EDI for hazardous materials. The use of internationally compatible electronic data sharing technologies could significantly improve the exchange of hazard information among shippers, carriers, regulatory agencies, and emergency responders, especially for time-sensitive cargo and containerized cargo. Timely access to accurate hazardous materials information will likely reduce errors in information exchange, improve efficiency, enhance security, and improve the response efforts in the event of an HM incident. Research is needed to identify the capability within the transport sector to use an electronic means of documentation as a complementary alternative to a paper-based system. The objective of this research is to develop a roadmap for the use of electronic shipping papers as an alternative to the current paper-based hazardous materials communication system. The roadmap will address the electronic transfer of safety, operational, regulatory compliance, and emergency response data and documentation, for and amongst all transport modes.
KW - Carriers KW - Electronic data interchange KW - Freight documents KW - Hazardous materials KW - Intermodal terminals KW - Intermodal transportation KW - Safety and security KW - Shipping UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2425 UR - https://trid.trb.org/view/1232753 ER - TY - ABST AN - 01467993 TI - Extraction of Truck Traffic Data Using Video Based Vehicle Detection (Video Detection Based Truck Traffic Data Collection) AB - Planning and Design of efficient freight transportation infrastructure is critical for the growth of the state and national economy. Planning and Design of efficient freight transportation facilities and networks should consider current and near-future traffic flows and demands to-and-from seaports, airports and adjacent roadway networks. To facilitate this, accurate and comprehensive traffic data extraction of freight (Truck) data on major roadways at macroscopic and microscopic levels are essential. The current data collection systems employed by Regional Trans. Comm. and the Nevada Department of Transportation (NDOT) around the Las Vegas valley do not meet the current practical needs of advanced traffic management systems. Therefore, this project targets at developing a video based (freight) truck data extraction system to determine traffic flow characteristics like volume, average speed, density and classification of trucks with respect to lanes, time, day, month, etc. The extracted data will be used in computer simulation modeling that can be used to analyze the existing infrastructure to determine where inefficiencies are or where they may occur in the near future. A typical video based vehicle detection system consists of camera, video processing system, and/or a communication module or a storage module. The video based vehicle detector system (VVDS) is configured to collect various vehicle flow characteristics based on the application of the system. The virtual detectors and reference layouts are imaginary lines and boxes that are drawn on the snap shot acquired by the camera. The configuration parameters of the VDS include: 1) Height of the camera, 2) Dimensions and reference lines on the view of the camera, 3) Placement of virtual sensors, 4) Modeling of detector functions which combines the normal outputs of two or more detectors into one customized output, etc. There exist various freight transportation data from local, federal and private industries. However, this data is less coherent and adhoc raw data that is difficult for analysis. The research team will assemble such data into a unified data model for the purpose of identifying locations of video data collection and for validation of extracted freight data. KW - Data collection KW - Freight traffic KW - Freight transportation KW - Infrastructure KW - Nevada KW - Planning and design KW - Sensors KW - Traffic data KW - Truck traffic KW - Vehicle detectors KW - Video cameras UR - https://trid.trb.org/view/1236229 ER - TY - ABST AN - 01467991 TI - Development of Tools to Integrate GPS, GIS, Cartegraph Data Conversion and Asset Data for All Traffic Infrastructure Management System (Development of Tools for Data Creation, Maintenance, and Conversion for Traffic Management) AB - The rapid growth in the population of Clark County, Nevada during the last two decades has had a direct impact on the travel demand and transportation system performance. The growth and its associated infrastructure maintenance costs in the county, have led Clark County Department of Public Works (CCDPW) to look for innovative solutions and strategies to better maintain, manage, and allocate its resources. The success of these strategies will have significant impacts on the business and economy of the region. Access to data is vital in the design of these strategies. In public works, such data relate to the traffic, construction, and development services. Traffic related data includes crosswalks, speed limits, streetlight poles, school flashers, signalized intersection data, street signs, truck routes, etc. Other data of interest include work order information, traffic volumes, proximate population, demographic characteristics, land use characteristics, etc. Data collection, storage and retrieval plays a key role in the operation and management of systems developed to support resource allocation. The accuracy and timeliness of the data are critical for managing resource allocation support systems. Here the term management includes planning, design, construction, operations, maintenance, and rehabilitation of the system. Agencies such as CCDPW that have jurisdictional responsibilities over regional transportation systems/networks are required to account for their infrastructure and develop a maintenance management system. The practice has been to use the "traditional" paper based mechanisms for this purpose. However, there has been a move to adapt computerized tools and systems such as Geographic Information Systems (GIS) and Geographical Positioning Systems (GPS) for transportation infrastructure management. Advancements in technology have led to new ways of collecting, analyzing, managing and disseminating data. GPS is one such technology used to collect data based on the geographic location of a point of interest. GIS is commonly used software to manage and analyze spatial data, and to disseminate such information. Adoption and incorporation of such technologies can help improve the effectiveness of CCDPW's activities related to data collection, storage and display. CCDPW-Traffic division receives data related to traffic studies for various locations in the county. The data received are typically in hardcopy/paper format. Hence, it is tedious and labor intensive and time consuming to analyze such information either on a location specific or on a regional basis. Converting such data into digital format provides the user better access to the information for further analysis. Also, the possibilities of using such digitized traffic volume data as inputs for traffic simulation software would be valuable. KW - Clark County (Nevada) KW - Geographic information systems KW - Global Positioning System KW - Integrated systems KW - Land use planning KW - Regional transportation KW - Resource allocation KW - Signalized intersections KW - Traffic data KW - Traffic volume UR - https://trid.trb.org/view/1236227 ER - TY - ABST AN - 01467989 TI - Traffic Safety Information Depot AB - The University of Nevada at Las Vegas, Transportation Research Center (UNLV-TRC) has conducted several traffic safety related research projects. The Federal Highway Administration (FHWA) sponsored Pedestrian Safety Project, RTC sponsored Development of A Safety Analysis System, Nevada Department of Transportation sponsored Safety Analysis of Rumble Strips Project, and Nevada Office of Traffic Safety Sponsored Occupant Protection Surveys, to name a few. UNLV Safe Community Partnership conduct several education and enforcement campaigns, aimed at occupant protection for children and teenagers, alternate mode transportation for elderly, safe driving, etc. Some of these programs were great success, whereas some others were not as effective. The purpose of this project is to initiate an effort to document details of these programs, success/failure of these programs, and lessons learned from these. This would help other organizations/agencies across the nation and globe to learn from our experiences. KW - Aged KW - Information systems KW - Lessons learned KW - Nevada KW - Occupant protection KW - Pedestrian safety KW - Rumble strips KW - Safety Analyst KW - Safety campaigns KW - Traffic safety UR - https://trid.trb.org/view/1236225 ER - TY - ABST AN - 01464253 TI - Quick Response for Special Needs. Task 11. How Proposed Firefighting Standards Would Impact Airports AB -

Part 139 of title 14, Code of Federal Regulations, requires airports that serve: 1) scheduled passenger-carrying operations of an air carrier operating aircraft designed for more than 9 passenger seats; and 2) unscheduled passenger-carrying operations of an air carrier operating aircraft designed for at least 31 passenger seats, to receive operating certificates from the Federal Aviation Administration (FAA). Operators of Part 139 airports are also required to meet certain aircraft rescue and fire fighting (ARFF) standards. In March 2001, the FAA tasked the Aviation Rulemaking Advisory Committee (ARAC) to develop a Notice of Proposed Rulemaking to identity ARFF requirements that should be added, modified or deleted. Despite the ongoing rulemaking process, some aviation stakeholders are recommending that airports comply with certain National Fire Protection Association (NFPA) standards and other NFPA-related requirements or International Civil Aviation Organization (ICAO) fire fighting standards.

KW - Aircraft rescue and firefighting services KW - Airport operations KW - Airport terminals KW - Civil aviation KW - Firefighters KW - Regulations KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2690 UR - https://trid.trb.org/view/1232482 ER - TY - ABST AN - 01462022 TI - National Training for Concrete Pavement Preservation AB - The primary objectives of this 12-month project are to provide national training on the Concrete Pavement Preservation Manual including printing and distributing 2,000 Concrete Pavement Preservation Participants and Reference Manuals and 20 copies of the Instructor's Guide, to conduct 1 ½ to 2-day workshops in six regionally diverse states, and to develop Webinar training modules based on the Concrete Pavement Preservation workshop modules. KW - Concrete pavements KW - Manuals KW - Pavement maintenance KW - Pavement preservation KW - Research projects KW - Training programs KW - Websites (Information retrieval) UR - http://www.intrans.iastate.edu/research/detail.cfm?projectID=1236710025 UR - https://trid.trb.org/view/1230242 ER - TY - RPRT AN - 01137209 AU - Kim, Sungyop AU - Anton, Karen R AU - Shearer, Richard AU - University of Missouri, Kansas City AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Impacts of Public Policy on Safety - Graduated Driver’s License PY - 2008/12/01/Final Report SP - 66p AB - This study evaluated the effectiveness of Missouri’s graduated driver licensing (GDL) policy. This study found a substantial decrease in crash involvement rates among drivers aged 15-18 in Missouri while drivers aged 19 or older have a moderate decrease in the rates. This study also found Missouri teenage drivers aged 16-18 had a small but steady decrease in their fatality rates while the drivers in neighboring states with weaker GDL provisions experienced either increase or fluctuation. This study examined how teenage drivers aged 15-18 with instruction permits or intermediate licenses comply with GDL restrictions or requirements. The percent of crash-involved drivers aged 15 having a qualified front seat passenger improved substantially over the years. However, the compliance rate on the not-driving-alone restriction in early morning (1:00 a.m.- 5:00 a.m.) has been low. This study found there have been significant variations among counties in terms of crash rates among drivers aged 15-18. The teenage drivers in urban counties with major cities and higher median household income had a more pronounced decrease in crash involvement and at-fault crashes compared to rural counties with lower median household income after the implementation of GDL. KW - Compliance KW - Crash rates KW - Fatalities KW - Graduated licensing KW - Missouri KW - Public policy KW - Rural areas KW - State laws KW - Teenage drivers KW - Traffic safety KW - Urban areas UR - http://library.modot.mo.gov/RDT/reports/Ri07044/RI07044FinalReport030109.pdf UR - http://ntl.bts.gov/lib/30000/30900/30951/RI07044FinalReport030109.pdf UR - https://trid.trb.org/view/897498 ER - TY - RPRT AN - 01603528 AU - Mohammad, Louay N AU - Wu, Zhong AU - Raghavendra, Amar AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Performance Evaluation of Louisiana Superpave Mixtures PY - 2008/12//Final Report SP - 164p AB - This report documents the performance of Louisiana Superpave mixtures through laboratory mechanistic tests, mixture volumetric properties, gradation analysis, and early field performance. Thirty Superpave mixtures were evaluated in this study. Fourteen of them were designed for high volume traffic (> 30 million ESALs), twelve for intermediate-volume traffic (between 3 and 30 million ESALs), and four for low volume traffic (< 3 million ESALs). Four aggregate types: limestone, sandstone, novaculite, and granite and five binder types: AC-30, PAC-30, PAC-40, PG 70-22M, and PG 76- 22M were included in the mixtures. Four MTS tests: the indirect tensile (IT) strength, IT resilient modulus, IT creep, and axial creep, three Superpave Shear Tester (SST) tests: frequency sweep at constant height (FSCH), repeated shear at constant height (RSCH), and simple shear at constant height (SSCH), and the Asphalt Pavement Analyzer (APA) rut test were included in the testing program of this study. The test results showed that high volume mixtures appeared to have higher IT strengths, lower IT and axial creep slopes, and higher shear stiffnesses when compared to those of low volume mixtures. This indicates that high volume mixtures generally possessed better rut resistance than the low volume mixtures considered. The compaction efforts (the N-design levels), dust/AC ratio, film thickness, and the percent of aggregate passing the 0.075 mm sieve were observed to have certain relations with the rut susceptibility of Superpave mixtures. The Power-law gradation analysis indicated that all four Power-law gradation parameters (aCA, nCA, aFA, and nFA) were sensitive to the mixture mechanistic properties evaluated. This implies that the proposed Power-law gradation analysis could be used as the bridge between aggregate gradation design and mixture performance evaluation. Finally, the early field performance of those Superpave mixtures was studied and compared to their laboratory performance test results. KW - Aggregates KW - Binders KW - Evaluation KW - Field studies KW - Laboratory tests KW - Louisiana KW - Mechanical tests KW - Mix design KW - Pavement performance KW - Ruts (Pavements) KW - Superpave UR - http://www.ltrc.lsu.edu/pdf/2016/FR_410.pdf UR - http://ntl.bts.gov/lib/59000/59200/59215/FR_410.pdf UR - https://trid.trb.org/view/1411149 ER - TY - RPRT AN - 01529771 AU - Scott, Ernie AU - Inter-Mountain Laboratories, Incorporated AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Practical Operational Implementation and Evaluation of Teton Pass Avalanche Monitoring Infrasound System PY - 2008/12//Final Report SP - 35p AB - Highway snow avalanche forecasting programs typically rely on weather and field observations to make road closure and hazard evaluations. Recently, infrasonic avalanche monitoring technology has been developed for practical use near Teton Pass, Wyoming to provide another tool for Wyoming State Highway 22 technicians in their operational forecasting and decision making. The technology detects low frequency sound waves produced by avalanches with automated near real-time processing provided to facilitate an alarm. Monitoring system operation provides information to confirm results from avalanche control work, notification of natural avalanche events, and verification of explosive detonations. The ability to monitor avalanche activity in poor visibility and confirm avalanche control work results are powerful tools for assessing highway avalanche hazard and has changed the way Wyoming Department of Transportation (WYDOT) operates in its mission to provide a safe and efficient transportation route. KW - Acoustic detectors KW - Avalanches KW - Forecasting KW - Infrasound KW - Monitoring KW - Real time information KW - Sensors KW - Teton Pass KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS06206_0902F.pdf UR - http://ntl.bts.gov/lib/44000/44900/44940/RS06206_0902F.pdf UR - https://trid.trb.org/view/1312758 ER - TY - RPRT AN - 01529400 AU - McCarthy, Paul AU - Haskins, Keith AU - PMPC AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Snow Snake Performance Monitoring PY - 2008/12//Final Report SP - 62p AB - A recent study, “Three-Dimensional Roughness Elements for Snow Retention” (FHWA-WY-06/04F) (Tabler 2006), demonstrated positive evidence for the effectiveness of Snow Snakes, a new type of snow fence suitable for use within the highway right-of-way. Snow Snakes are wire frames covered with a continuous extruded plastic fabric and aptly named for their reptilian appearance. This study evaluates the effectiveness of using Snow Snakes as a viable means to reduce road ice formed by blowing snow originating within the highway right-of-way. The study was initially scheduled for completion by the fall of 2007. Mild winter conditions necessitated a contract extension through the fall of 2008. Mild conditions continued allowing only three site observations with blowing snow observed only during the February 6, 2008 observation. Snow drift depths and lengths were measured along transects intersecting various snow fence types and configuration; this data was used to calculate trapped snow volumes and water equivalents. During the December 31, 2007 to February 6, 2008 observation period, Snow Snakes trapped and prevented approximately 622 tons of snow from potentially interacting with the roadway surface to form slush and ice. Due to insufficient field data, obtaining conclusive evidence of the effectiveness of using Snow Snakes as a viable means to reduce road ice formed by blowing snow originating within the highway right-of-way will require additional study. KW - Highways KW - Performance measurement KW - Snow and ice control KW - Snow fences KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/Completed%20Projects%20for%202009/RS02207_0901F.pdf UR - http://ntl.bts.gov/lib/45000/45500/45543/Snow_Snake_Performance_Monitoring.pdf UR - https://trid.trb.org/view/1312759 ER - TY - RPRT AN - 01523709 AU - McAnulty, D Michael AU - Sollenberger, Randy AU - Koros, Anton AU - Hale, Mark AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Factors Assessment of the En Route Information Display System. PY - 2008/12//Technical Report SP - 55p AB - The Federal Aviation Administration is modernizing its en route air traffic control automation system, including an En Route Information Display System (ERIDS). ERIDS provides controllers with multiple types of information electronically via a 15-inch touchscreen display at each airspace radar sector. It replaces paper documents that were shared by controllers at multiple sectors in an operations area. Researchers from the Human Factors Team – Atlantic City conducted the current study to assess the benefits of the fielded ERIDS and to identify any potential usability issues. The researchers collected questionnaire, simulation, interview, and observation data at three Air Route Traffic Control Centers using paper documents and, again, at one of the centers after ERIDS was fielded. All of the assessments of ERIDS indicate that controllers do not regularly obtain and use relatively static aeronautical information, whether it is available in paper or electronic format. The study confirmed that ERIDS eliminates the problem of paper documents not being readily available, which is the most time consuming part of the information acquisition process. With ERIDS, the information is always available at the sector position. In addition, accessing Approach Plates, which is the most frequently sought and highest rated type of information for safety and efficiency, is easy to do with ERIDS, unless the controller needs to switch between two or more plates. The researchers recommend modifications to make ERIDS easier to use and suggest that a more thorough human factors evaluation be conducted to identify and prioritize other issues and to recommend possible solutions. KW - Air route traffic control centers KW - Air traffic control KW - Approach control KW - En Route Automation Modernization KW - Human factors KW - Information display systems KW - Surveys KW - Touchscreen displays KW - Usability UR - http://hf.tc.faa.gov/publications/2008-human-factors-assessment/full_text.pdf UR - https://trid.trb.org/view/1307223 ER - TY - RPRT AN - 01523704 AU - Friedman-Berg, Ferne AU - Allendoerfer, Kenneth AU - Pai, Shantanu AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Moving Toward an Air Traffic Control Display Standard: Creating a Standardized Color Palette for Terminal Situation Displays PY - 2008/12//Technical Report SP - 66p AB - As the Federal Aviation Administration (FAA) moves toward the implementation of the Next Generation Air Transportation System, there is a need to increase commonality and standardization across Air Traffic Control (ATC) displays. Increased standardization will reduce development costs and training requirements, as well as ensure that new ATC systems follow human factors guidelines and best practices. The FAA is currently conducting research and development activities that will contribute to the creation of a future Air Traffic Control Display Standard (ATCDS). The future standard will provide specific design standards for ATC displays that will be grounded in human factors research and lessons learned from the field. This report describes an initial ATCDS development activity that created a standardized color palette for ATC situation displays in the terminal domain. Existing guidelines regarding the use of color are not specific enough for eventual incorporation into the ATCDS and are difficult for system developers to implement. For this activity, the authors developed a standardized terminal color palette by measuring the colors on existing systems and determining whether those colors met human factors guidelines for attention, identification, segmentation, and text legibility. When existing colors did not follow the guidelines, the authors developed alternatives. The standardized palette contains sufficient detail to be included in a system specification. It lists individual display elements (e.g., datablocks, radar targets), as well as lists standardized color names and coordinates for each element. This report also provides guidance for system developers and vendors to help them implement a standardized color palette on their systems. KW - Air traffic control KW - Color KW - Design standards KW - Human factors KW - Information display systems KW - Standardization UR - http://hf.tc.faa.gov/publications/2008-moving-toward-an-air-traffic-control-display-standard/full_text.pdf UR - https://trid.trb.org/view/1307218 ER - TY - RPRT AN - 01522393 AU - Federal Motor Carrier Safety Administration TI - 2007 Large Truck Crash Overview PY - 2008/12 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on the Nation’s highways. Of the 41,059 people killed in motor vehicle crashes in 2007, 12% (4,808) died in crashes that involved a large truck. Another 101,000 people were injured in crashes involving large trucks. Only about 17% of those killed and 22% of those injured in large truck crashes were occupants of large trucks. KW - Commercial vehicles KW - Crash characteristics KW - Crash rates KW - Fatalities KW - Trend (Statistics) KW - Truck crashes KW - Trucks KW - United States UR - http://ntl.bts.gov/lib/51000/51200/51262/2007LargeTruckCrashOverview.pdf UR - https://trid.trb.org/view/1303883 ER - TY - RPRT AN - 01477166 AU - Boselly, S Edward AU - Weather Solutions Group AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program AU - Federal Highway Administration TI - Update of the AASHTO Guide for Snow and Ice Control PY - 2008/12 SP - 97p AB - In 1997 the National Cooperative Highway Research Program (NCHRP) initiated a project, NCHRP 2-7 (83) to develop an American Association of State Highway Transportation Officials (AASHTO) Guide for Snow and Ice Control. AASHTO published The Guide for Snow and Ice Control in 1998. After 10 years, this Guide became outdated in many areas, especially equipment, materials and weather information. This report provides updated chapters covering these three elements of snow and ice control. The first chapter, which is chapter four of the Guide, Equipment, describes the latest in equipment technologies. The second chapter, chapter five of the Guide, Materials, describes the availability of various chemicals and mixtures and background research into their use for the prevention of ice bonding to pavement (anti-icing) and ice melting and removal. Finally, the third chapter, chapter six of the Guide, Weather Information, describes the latest weather forecast and observation capabilities, and the advances in Road Weather Information System and Environmental Sensor Station development to assist in the provision of tailored support to highway maintenance snow and ice control personnel. KW - Equipment KW - Guidelines KW - Materials KW - Road weather information systems KW - Snow and ice control KW - State departments of transportation KW - Winter maintenance UR - http://maintenance.transportation.org/Documents/Final%20Report%2020-07%20Task%20250.pdf UR - https://trid.trb.org/view/1246275 ER - TY - RPRT AN - 01473291 AU - Napper, Carolyn AU - San Dimas Technology and Development Center AU - Department of Agriculture AU - Federal Highway Administration TI - Soil and Water Road-Condition Index - Field Guide PY - 2008/12 SP - 104p AB - The San Dimas Technology and Development Center (SDTDC) of the Forest Service, U.S. Department of Agriculture, developed the soil and water road-condition index (SWRCI) to provide a road-condition assessment tool for watershed- and project-scale analysis. SWRCI is intended to be a rapid-assessment tool for soil scientists and hydrologists to identify effects of roads on soil quality and function, as well as impacts to water quality and downstream values. The road-condition rating uses key indicators to identify potential soil and water problems on a road or road segment (a portion of a road with similar characteristics, such as surface shape, road gradient, hillslope position, or surface condition). This field guide incorporates photographs of road conditions that illustrate both functional and at risk indicators. KW - Erosion control KW - Forest roads KW - Highway maintenance KW - Surface course (Pavements) KW - Surface drainage KW - Water quality UR - http://www.fs.fed.us/t-d/pubs/pdf/08771806.pdf UR - https://trid.trb.org/view/1243805 ER - TY - RPRT AN - 01473099 AU - Utah Department of Transportation AU - Federal Highway Administration TI - UDOT Research Division Annual Work Program: Fiscal Year 2009 PY - 2008/12 SP - 81p AB - The Utah Department of Transportation (UDOT) Research Division is charged with promoting, executing, and implementing research activities within the Utah Department of Transportation, to further the mission of the Department and increase the Department's use of new products and techniques. Aided by the Federal Highway Administration, the Research Division manages a program funded by federal and state money toward these goals. This Annual Work Program document outlines the goals, objectives, structure and programs of the Research Division, presents the budget for FY2009, lists the projects which will be undertaken during the year, and provides a summary of progress on on-going efforts. This information satisfies the Federal requirement for reporting the allocation and use of Federal funds in a state transportation research program. A certification of compliance with Federal regulation is included in this report. KW - Budgeting KW - Federal aid KW - Financing KW - Research projects KW - State aid KW - Utah Department of Transportation UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=27002 UR - https://trid.trb.org/view/1243878 ER - TY - RPRT AN - 01454630 AU - Li, Wei AU - Tarko, Andrew P AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Methods of Safety Improvements at Coordinated Signals PY - 2008/12//Final Report SP - 176p AB - In this research, the safety impact of arterial signal coordination is investigated. Based on the findings, procedures are proposed to incorporate safety considerations into signal coordination design. In addition, a software tool is developed to facilitate the use of the research findings. Signal coordination has been extensively employed as a tool to optimize an arterial system’s mobility performance, commonly measured by the total number of vehicle stops and the time of delays. Although vehicle crashes at signalized intersections have long been recognized as a major safety threat, studies to date have been limited locally to non-coordinated signals or the noncoordinated features of signal timings. Disaggregate statistical models are developed to identify the influential crash likelihood factors of rear-end and right-angle crashes, the two most frequent types of intersection crashes. To capture the severity factors, the outcomes are further classified into property-damage-only (PDO) and injury-fatal (IF) crashes. The crash likelihoods for each 15-minute interval are used as the response variables of the models. For each 15-minute interval, predictive variables are collected or derived from available data, including the volume, signal timings, and traffic patterns. A traffic pattern characterization is designed to represent each 15-minute interval’s arrival pattern. Various discrete outcome econometric models are used and compared, including multinomial logit model (MNL), multinomial probit model (MNP), nested logit model (NL), and sequential logit model (SL). A SL framework is proposed as the main model. At the first stage, a MNL models crash likelihoods; at the second stage, a logit model models severity. The key findings are as follows: First, signal coordination significantly affects crash likelihood. Certain traffic arrival patterns are associated with significantly lower crash likelihoods. Second, the dilemma zone contributes in a limited way to the crash likelihoods. Third, adjusted volumes, based on the presented models, were found to be better predictors of crash likelihoods, which indicates that only a portion of all vehicles are highly susceptible to crashes. Fourth, shorter distances from upstream intersection and shorter cycle lengths are associated with lower risk levels of crashes. KW - Arterial highways KW - Crash risk forecasting KW - High risk locations KW - Highway safety KW - Signalized intersections KW - Statistical analysis KW - Traffic signal control systems UR - http://dx.doi.org/10.5703/1288284314327 UR - https://trid.trb.org/view/1218798 ER - TY - RPRT AN - 01454629 AU - Seo, Hoyoung AU - Prezzi, Monica AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Use of Micropiles for Foundations of Transportation Structures Final Report PY - 2008/12//Final Report SP - 130p AB - In pile design, piles must be able to sustain axial loads from the superstructure without bearing capacity failure or structural damage. In addition, piles must not settle or deflect excessively in order for the serviceability of the superstructures to be maintained. In general, settlement controls the design of piles in most cases because, by the time a pile has failed in terms of bearing capacity, it is very likely that serviceability will have already been compromised. Therefore, realistic estimation of settlement for a given load is very important in design of axially loaded piles. This notwithstanding, pile design has relied on calculations of ultimate resistances reduced by factors of safety that would indirectly prevent settlement-based limit states. This is in part due to the lack of accessible realistic analysis tools for estimation of settlement, especially for piles installed in layered soil. Micropiles have been increasingly used, not only as underpinning foundation elements but also as foundations of new structures. Prevalent design methods for micropiles are adaptations of methods originally developed for drilled shafts. However, the installation of micropiles differs considerably from that of drilled shafts, and micropiles have higher pile length to diameter ratios than those of drilled shafts. Improved understanding of the load-transfer characteristics of micropiles and the development of pile settlement estimation tools consistent with the load-transfer response of these foundation elements are the main goals of the proposed research. A rigorous analysis tool for assessment of the load-settlement response of an axially loaded pile was developed in this study. The authors obtained explicit analytical solutions for an axially loaded pile in a multilayered soil or rock. The soil was assumed to behave as a linear elastic material. The governing differential equations were derived based on energy principles and calculus of variations. In addition, solutions for a pile embedded in a multilayered soil with the base resting on a rigid material were obtained by changing the boundary conditions of the problem. The authors also obtained solutions for a pile embedded in a multilayered soil subjected to tensile loading. They then compared the solutions with the results from FEA and also with other solutions available in the literature. Finally, they compared the results of a pile load test from the literature with the results obtained using the solutions proposed in this study. Using the obtained elastic solutions, extensive parametric studies on the load-transfer and load-settlement response of rock-socketed piles were also performed. The effects of geometry of rock socket, rock mass deformation modulus, and in situ rock mass quality were investigated. To facilitate the use of the analysis, a user-friendly spreadsheet program ALPAXL was developed. This program is based on the elastic solution obtained in this study and uses built-in functions of Microsoft Excel. ALPAXL provides the results of the analysis, the deformed configuration of the pile-soil system and the load-settlement curve in seconds. It can be downloaded at http://cobweb.ecn.purdue.edu/~mprezzi. In the context of an INDOT project, a fully instrumented load test was performed on a rock-socketed micropile. The results of this micropile load test, on a pile with high slenderness ratio and high stiffness of surrounding rock, confirmed that most of the applied load was carried by the pile shaft. The shaft capacity of hard limestone obtained from the load test at the final loading step was 1.4 times larger than the shaft capacity that is obtained using the highest value of limit unit shaft resistance suggested by FHWA. Using pile and soil properties, predictions were also made using ALPAXL. The results from ALPAXL were in good agreement with the measured data at the design load level. KW - Axial loads KW - Design load KW - Design methods KW - Geotechnical engineering KW - Micropiles KW - Parametric analysis KW - Pile foundations KW - Settlement (Structures) KW - Structural analysis KW - Structural design UR - http://dx.doi.org/10.5703/1288284314318 UR - https://trid.trb.org/view/1218789 ER - TY - RPRT AN - 01454506 AU - Arribas-Colon, Maria del Mar AU - Radlinski, Mateusz AU - Olek, Jan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Investigation of Premature Distress Around Joints in PCC Pavements PY - 2008/12 SP - 424p AB - Some of the Indiana concrete pavements that have been constructed within the last 10 years have shown signs of premature deterioration, especially in the areas adjacent to the longitudinal joints. This deterioration typically manifests itself as cracking and spalling of concrete combined with the loss of joint sealant. These processes create a cavity in the joint area that traps water and, as a consequence, accelerates further deterioration of concrete during the freezing and thawing cycles. The objective of this study was to examine in details the microstructural and chemical changes in concrete extracted form the affected areas in an attempt to determine the cause of this premature deterioration. The investigation started with a detailed inventory of selected areas of affected pavements in order to identify and classify the existing types of distresses and select locations for collection of the cores. The cores have been collected from the following four locations: NB lines of I-65 near downtown Indianapolis, SR 933 near South Bend, Intersection of 86th Street and Payne Road in Indianapolis and a ramp from US67 to I-465E, also in Indianapolis. A total of thirty six 6-in. diameter cores were removed from pavements at these locations and transported to the laboratory where they were subjected to eight different tests: air-void system determination, Scanning Electronic Microscopy (SEM) analysis, X-ray diffraction (XRD) analysis, sorptivity test, freeze-thaw & resonance frequency test, resistance to chloride ion penetration (RCP) test and chloride profile (concentration) determination. The test results identified several cases of in-filling of the air voids (especially smaller air bubbles) with secondary deposits. These deposits were most likely the result of the repetitive saturation of air voids with water and substantially reduced the effectiveness of the air voids system with respect to providing an adequate level of freeze-thaw protection. In addition, the affected concrete often developed an extensive network of microcracks, showed higher rates of absorption and reduced ability to resist chloride ions penetration. KW - Air voids KW - Chlorides KW - Cracking of concrete pavements KW - Deterioration KW - Freeze thaw durability KW - Indiana KW - Pavement distress KW - Pavement joints KW - Portland cement concrete UR - http://docs.lib.purdue.edu/dissertations/AAI1469622/ UR - https://trid.trb.org/view/1218703 ER - TY - RPRT AN - 01454504 AU - Koh, Huei AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Alternative Land Use Patterns to Minimize Congestion (Volume 2: Evaluating the Feasibility of New Urbanism in an Existing Neighborhood) PY - 2008/12//Final Report SP - 134p AB - Urban sprawl creates serious traffic congestion. Alternative land use patterns may be the best solution. New Urbanists claim that, by placing frequently-visited sites within walking distance of homes and creating a pleasant walking environment, people are more willing to choose non-motorized transportation mode to do such activities. Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report. A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings. KW - Congestion management systems KW - Feasibility analysis KW - Lafayette (Indiana) KW - Land use planning KW - Neighborhoods KW - New urbanism KW - Smart growth KW - Urban design UR - http://dx.doi.org/10.5703/1288284314316 UR - https://trid.trb.org/view/1218787 ER - TY - RPRT AN - 01454502 AU - Bai, Qiang AU - Labi, Samuel AU - Li, Zongzhi AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Trade-off Analysis Methodology for Asset Management PY - 2008/12//Final Report SP - 165p AB - In an era that is characterized by funding limitations, increased stakeholder participation, and the need for increased accountability and transparency, transportation agencies seek to ensure that comprehensive evaluation processes are identified and used for decision-making. Consistent with such processes is the incorporation of multiple performance criteria from different program areas, optimization of decisions under constrained budgets, and investigation of trade-offs between program areas, performance measures, budgetary levels, risk levels, and performance thresholds. To help INDOT carry out these processes, this study developed theoretical constructs for scaling and amalgamation of the different performance measures, and for analyzing the different kinds of trade-offs. The scaling of performance measures yields a consistent or dimensionless unit to make them comparable. Amalgamation combines the weighted and scaled performance measures to yield a single utility value that represents the overall desirability of a candidate project. This report documents, with examples, a number of alternative methods for scaling and amalgamation. Also, recognizing that project outcomes are not always known with certainty, the analysis was done for the deterministic (certainty) as well as the probabilistic (uncertainty) scenarios. For the uncertainty scenario, the report addressed two cases: the risk case, where the project outcomes (in terms of the performance measures) have a known probability distribution; and the pure uncertainty case, where the probability distributions of project outcomes are unknown. For risk case, the report presents a method that utilizes the mathematical expectation of the project impacts derived from the probability distribution of the performance measures. For the uncertainty case, the report describes, with numerical examples, Shackle’s model that can be used in addressing the problem. Finally, the report describes how INDOT can carry out an investigation of trade-offs such as changing the performance threshold and shifting budgets from one program area to another. To facilitate implementation, the report includes a set of spreadsheets that are based on hypothetical project data. KW - Asset management KW - Indiana Department of Transportation KW - Multiple criteria decision making KW - Performance measurement KW - Programming (Planning) KW - Project management KW - Trade-off analysis KW - Weighting UR - http://dx.doi.org/10.5703/1288284314305 UR - https://trid.trb.org/view/1218776 ER - TY - RPRT AN - 01454501 AU - Jin, Li AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Alternative Land Use Patterns to Minimize Congestion (Volume 3: Empirical Study of Mixed Land Use Traditional Neighborhoods) PY - 2008/12//Final Report SP - 101p AB - Urban sprawl creates serious traffic congestion. Alternative land use patterns may be the best solution. New Urbanists claim that, by placing frequently-visited sites within walking distance of homes and creating a pleasant walking environment, people are more willing to choose non-motorized transportation mode to do such activities. Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report. A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings. KW - Congestion management systems KW - Feasibility analysis KW - Indianapolis (Indiana) KW - Land use planning KW - Mixed use development KW - Neighborhoods KW - New urbanism KW - Smart growth KW - Urban design UR - http://dx.doi.org/10.5703/1288284314315 UR - https://trid.trb.org/view/1218786 ER - TY - RPRT AN - 01454500 AU - Frosch, Robert J AU - Aldridge, Timothy S AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - High-Performance Concrete Bridge Decks: A Fast-Track Implementation Study, Volume 1: Structural Behavior PY - 2008/12//Final Report SP - 178p AB - Transverse cracking of concrete bridge decks is problematic in numerous states. Cracking has been identified in the negative and positive moment regions of bridges and can appear shortly after opening the structure to live loads. To improve the service life of the bridge deck as well as decrease maintenance costs, changes to current construction practices in Indiana are being considered. A typical bridge deck was instrumented which incorporated the following: increased reinforcement amounts, decreasing reinforcement spacing, and high-performance, low-shrinkage concrete. The low shrinkage concrete was achieved using a ternary concrete mix. The objective of this research was to determine the performance, particularly in terms of transverse cracking and shrinkage, of a bridge incorporating design details meant to reduce cracking. Based on measurements from the bridge, it was determined that maximum tensile strains experienced in the concrete were not sufficient to initiate cracking. An on-site inspection was performed to confirm that cracking had not initiated. The data was analyzed and compared with the behavior of a similarly constructed bridge built with nearly identical reinforcing details, but with a more conventional concrete to evaluate the effect of the HPC. Based on this study, it was observed that full-depth transverse cracks did not occur in the structure and that the use of HPC lowered the magnitude of restrained shrinkage strains and resulting tensile stresses. KW - Bridge construction KW - Bridge decks KW - Bridge design KW - High performance concrete KW - Indiana KW - Shrinkage KW - Structural analysis KW - Transverse cracking UR - http://dx.doi.org/10.5703/1288284314308 UR - https://trid.trb.org/view/1218779 ER - TY - RPRT AN - 01454498 AU - Tarko, Andrew P AU - Inerowicz, Mike AU - Lang, Brandon AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Safety and Operational Impacts of Alternative Intersections PY - 2008/12//Final Report SP - 326p AB - As the degradation of service at some conventional intersections increases, there becomes a need for alternative solutions other than expensive interchanges. Many alternative intersections have been proposed in the past. Under certain traffic and local conditions some solutions are more promising than others. In some cases, the conventional intersection may still be the optimal choice. The presented research focused on developing guidelines that would help planners and designers identify the most promising solutions for further analysis. This objective has been addressed in two ways. Firstly, the existing knowledge on alternative intersections has been identified. Secondly, the performance of conventional and alternative intersections under a range of Indiana traffic conditions has been evaluated using micro-simulation model - VISSIM. Although a large number of sources could be found on the research subject, the existing knowledge about performance of alternative intersection design is incomplete. Only a few designs proposed in the past have been applied at a considerable number of locations including roundabouts, median U-turns, and jag-handle intersections. Other types still await implementation. The available sources are not comprehensive and deal with conditions that might be different from Indiana. The knowledge of the safety impact of these intersections is very limited. A large number of more than 1,300 scenarios were simulated runs performed with VISSIM calibrated to Indiana conditions. The simulated types of intersections included: conventional, roundabouts, jag-handle near-sided and far-sided, median U-turns, and continuous-flow intersection. Except roundabouts, all other intersections were signalized to test their capacity limits and delay-based performance. Although the roundabouts were the lowest delays at low volumes they also reached the capacity before others did. The most promising solutions for heavy volumes are median U-turns and continuous-flow intersections. The presented research developed guidelines for using alternative intersection designs. The guidelines compile the existing knowledge found in existing publications and research reports with the simulation experiments performed with VISSIM. The guidelines are ready to use and will help planners and designers determine which intersection types are the most promising under considered conditions and should be considered in a detailed way. The simulation results have been summarized in an easy to use format of graphs. KW - Alternatives analysis KW - Guidelines KW - Highway design KW - Indiana KW - Intersections KW - Microsimulation KW - Performance measurement KW - Roundabouts KW - VISSIM (Computer model) UR - http://dx.doi.org/10.5703/1288284314313 UR - https://trid.trb.org/view/1218784 ER - TY - RPRT AN - 01454497 AU - McCullouch, Bob AU - Stevens, Brandon AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Investigation of the Effective Use of Warning Lights on Indiana Department of Transportation (INDOT) Vehicles and Equipment PY - 2008/12//Final Report SP - 26p AB - This study was requested by Indiana Department of Transportation (INDOT) to determine if current lighting packages used on INDOT maintenance vehicles, specifically snow plow vehicles, can be improved with other commercially available products. Different light products were obtained from various vendors, mounted on INDOT vehicles, and visual comparisons were performed under various lighting and weather conditions by a team of observers. The comparison evaluations were performed revealing that other light packages, LED models for most options, were brighter and certain colors more visible. The preferred light models are recommended. These recommendations were forwarded to appropriate individuals that make these decisions at INDOT. Implementation is dependent on purchasing decisions made at the Central Office and at each of the Districts. KW - Best practices KW - Indiana Department of Transportation KW - Light emitting diodes KW - Maintenance equipment KW - Snowplows KW - State departments of transportation KW - Vehicle lighting systems KW - Vehicle safety KW - Visibility UR - http://dx.doi.org/10.5703/1288284314302 UR - https://trid.trb.org/view/1218768 ER - TY - RPRT AN - 01454496 AU - Bose, Amica AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Alternative Land Use Patterns to Minimize Congestion (Volume 1: Comparative Analysis of Mixed Land Use and Separated Land Use Neighborhoods) PY - 2008/12//Final Report SP - 145p AB - Urban sprawl creates serious traffic congestion. Alternative land use patterns may be the best solution. New Urbanists claim that, by placing frequently-visited sites within walking distance of homes and creating a pleasant walking environment, people are more willing to choose non-motorized transportation mode to do such activities. Part I of this study investigated the ability of travel demand models to estimate the impacts of alternative land use patterns. Part II conducted an economic viability analysis for a mixed land use neighborhood and collected land use preferences at meetings of neighborhood associations. The objective in Part III was to evaluate the feasibility of implementing mixed land use neighborhood, based upon public acceptance, actual impacts on travel behavior and observed trip making patterns. Surveys were conducted and analyzed for this report. A brief summary of the principal findings of this study will be posted on a website – either JTRP or INDOT. The findings will include brief numerical examples of the analyses that led to the report’s conclusions. Figures and photos will be used to illustrate the alternatives and performance measures that support the project’s findings. KW - Alternatives analysis KW - Congestion management systems KW - Land use planning KW - Mixed use development KW - Neighborhoods KW - New urbanism KW - Smart growth KW - Travel demand management KW - Urban design UR - http://dx.doi.org/10.5703/1288284314317 UR - https://trid.trb.org/view/1218788 ER - TY - RPRT AN - 01449500 AU - Chang, Mark AU - Wiegmann, John AU - Bilotto, Claudia AU - Booz Allen Hamilton, Incorporated AU - HNTB Corporation AU - Federal Highway Administration TI - A Compendium of Existing HOV Lane Facilities in the United States PY - 2008/12//Study Product/Deliverable SP - 67p AB - The compendium provides an assembly of available information on existing high-occupancy vehicle (HOV) lane facilities in the United States. While it is comprehensive and thought to include virtually all existing facilities at this time, it is possible that there are isolated instances of facility information that had been omitted from sources used for this document. The compendium is intended as a reference resource for an audience of transportation professionals responsible for planning, designing, funding, operating, enforcing, monitoring, and managing HOV and high-occupancy toll (HOT) lanes, and other stakeholders in policy decisions for improving HOV lane and highway mainline operations through conversion to HOT lanes. KW - Compendium KW - High occupancy toll lanes KW - High occupancy vehicle lane to high occupancy toll lane conversion KW - High occupancy vehicle lanes KW - Managed lanes KW - Stakeholders KW - Transportation planning KW - Transportation policy KW - Transportation professionals KW - United States UR - http://ops.fhwa.dot.gov/publications/fhwahop09030/fhwahop09030.pdf UR - https://trid.trb.org/view/1216937 ER - TY - RPRT AN - 01449498 AU - Chang, Mark AU - Wiegmann, John AU - Smith, Andrew AU - Bilotto, Claudia AU - Booz Allen Hamilton, Incorporated AU - HNTB Corporation AU - Federal Highway Administration TI - A Review of HOV Lane Performance and Policy Options in the United States PY - 2008/12//Final Report SP - 48p AB - The report provides an assessment of performance of existing high-occupancy vehicle (HOV) lane facilities in the United States, and explores policy alternatives and effects related to conversion of existing HOV lanes to high-occupancy toll (HOT) lane operations. The report includes sketch planning tools for exploring policy alternatives, and is intended for an audience of transportation professionals responsible for planning, designing, funding, operating, enforcing, monitoring, and managing HOV and HOT lanes, and other stakeholders in policy decisions for improving HOV lane and highway mainline operations through conversion to HOT lanes. KW - High occupancy toll lanes KW - High occupancy vehicle lane to high occupancy toll lane conversion KW - High occupancy vehicle lanes KW - Managed lanes KW - Sketch planning KW - Stakeholders KW - Transportation policy KW - Transportation professionals KW - United States UR - http://ops.fhwa.dot.gov/publications/fhwahop09029/fhwahop09029.pdf UR - https://trid.trb.org/view/1216993 ER - TY - RPRT AN - 01449494 AU - Smith, Andrew AU - Bilotto, Claudia AU - Chang, Mark AU - Booz Allen Hamilton, Incorporated AU - HNTB Corporation AU - Federal Highway Administration TI - Policy Options Evaluation Tool for Managed Lanes (POET-ML) Users Guide and Methodology Description PY - 2008/12//Final Report SP - 27p AB - This is a user’s guide for a sketch planning tool for exploring policy alternatives. It is intended for an audience of transportation professionals responsible for planning, designing, funding, operating, enforcing, monitoring, and managing high-occupancy vehicle (HOV) and high-occupancy toll (HOT) lanes, and considering conversion of HOV to HOT lanes. KW - High occupancy toll lanes KW - High occupancy vehicle lane to high occupancy toll lane conversion KW - High occupancy vehicle lanes KW - Managed lanes KW - Sketch planning KW - Transportation planning KW - Transportation policy KW - Transportation professionals KW - Users guide UR - http://ops.fhwa.dot.gov/publications/fhwahop09031/fhwahop09031.pdf UR - https://trid.trb.org/view/1216853 ER - TY - RPRT AN - 01357429 AU - Standridge, Charles R AU - Choudhuri, Shabbir AU - Zeitler, David AU - Khasnabis, Snehamay AU - Michigan Ohio University Transportation Center AU - Grand Valley State University AU - Wayne State University AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - Congestion Relief by Travel Time Minimization in Near Real Time – Detroit Area I-75 Corridor Study PY - 2008/12//Final Report SP - 27p AB - This project was motivated by the premise that congestion due to traffic accidents and other incidents can be avoided by using computer re-routing models combined with the analysis of voluminous data collected by intelligent transportation systems (ITS). Congestion avoidance reduces travel time and fuel consumption as well as the need for additional roadways and infrastructure, making the transportation system more efficient. The results of this project are targeted at ITS that seek to reduce congestion by better routing large volumes of traffic at a small time interval as opposed to personal travel assistants (PTAs) that route one vehicle at a time. One potential downside of rerouting large volumes of traffic in a small time interval is to simply move the congestion to a different place in the traffic corridor. This requirement is addressed. KW - Data collection KW - Detroit (Michigan) KW - Intelligent transportation systems KW - Personal digital assistants KW - Real time information KW - Routing KW - Traffic congestion KW - Traffic data KW - Travel time UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545E_364055_7.pdf UR - http://mioh-utc.udmercy.edu/research/ts-01/pdf/MIOH_UTC_TS1_projects_2-3_2008-Final_Report_Congestion_Relief_by_Travel_Time_Minimization_etc.pdf UR - https://trid.trb.org/view/1120957 ER - TY - RPRT AN - 01342265 AU - Pei, Jin-Song AU - Martin, Randy D AU - Sandburg, Colby J AU - Kang, Thomas H-K AU - University of Oklahoma, Norman AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Rating Precast Prestressed Concrete Bridges for Shear PY - 2008/12//Final Report SP - 120p AB - Shear capacity of real-world prestressed concrete girders designed in the 1960’s and 1970’s is a concern because AASHTO Standard Specifications (AASHTO-STD) employed the quarter-point rule for shear design, which is less conservative for shear demands than today's AASHTO LRFD. Shear tests were conducted on two full sized AASHTO Type II girders, one of which had been in service for nearly forty years before being replaced due to irreparable damage. The comparison of nominal shear capacities according to the 11th Edition AASHTO-STD (1973), AASHTO LRFD (2004), ACI 318-08 including provisions for strut and tie models is carried out. By examining the ratios of nominal shear capacity to demands for each code, considering all load and resistance factors, these code-to-code comparisons are better able to identify girders that may be deficient according to today's standards than a direct comparison of nominal capacities alone. Experimental results for shear capacity of real-world girders are compared with the codes' nominal capacities to check if the girders are structurally sufficient. Additionally, LRFR is used to check the statistical safety for AASHTO inventory and legal loads. Preliminary results are presented on the estimation of effective prestressing force using static test data. Nominal shear capacity is particularly sensitive to effective prestressing force under current design codes, so it's important to have accurate values when making calculations. In attempt to get more accurate results for effective prestressing force, span varying flexural stiffness is assumed. This assumption reflects that girders with long histories may be damaged, obvious or otherwise. Inverse problems are formulated where input and output are measured to determine system properties. Key challenges are discussed, and future work is identified. For a given girder, the ratio of nominal shear capacity to demands has generally decreased with newer codes. Girders having this ratio near one for the 11th Edition AASHTO-STD may be structurally deficient according to newer codes, however, LRFR results show that the girders in this study are safe for all AASHTO legal loads. Experimental results indicate that the girders’ actual capacity exceeds nominal capacity of current codes. Additional shear capacity tests should be performed on more real-world girders to get a more definitive conclusion. KW - Bridge design KW - Girders KW - Load and resistance factor design KW - Precast concrete KW - Prestressed concrete bridges KW - Shear capacity KW - Shear design UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0808.pdf UR - https://trid.trb.org/view/1104032 ER - TY - RPRT AN - 01162954 AU - Mishra, S AU - Schweiger, C AU - TranSystems Corporation AU - Science Applications International Corporation AU - Research and Innovative Technology Administration TI - Monterey Salinas Transit ITS Augmentation Project-Phase II Evaluation Report PY - 2008/12 SP - 93p AB - The purpose of this document is to present the findings from the Phase II Evaluation of the Intelligent Transportation Systems (ITS) Augmentation Project that was implemented at the Monterey-Salinas Transit (MST) in Monterey, California. This project, implemented using the Federal Fiscal Year 2003 ITS Integration Program Funds, originally included automated passenger counting (APC) technology, digital video surveillance, on-board automated vehicle annunciation (AVA), smart-card based fare payment, web-based trip planning, and real-time information systems. Although many of these systems were already implemented as of August 2008, deployment of some of these technologies has been delayed for institutional or technical reasons. The goal of the evaluation was to determine the impacts of these technologies in performing daily functions such as operations, scheduling, service planning, and maintenance, and to gather and document any lessons learned by the MST throughout the process of the deployment and operation of the technologies. This report discusses impacts to date of the technologies that have been in place for at least one year as of August 2008. Findings from customer satisfaction interviews and impacts of real-time information, transit signal priority and web-based trip planning on MST operations will be documented in the Phase III report. KW - Automatic vehicle location KW - Computer aided dispatch (CAD) KW - Customer satisfaction KW - Intelligent transportation systems KW - Passenger counting KW - Public transit KW - Real time information KW - Technological innovations KW - Transit operating agencies UR - https://trid.trb.org/view/920687 ER - TY - RPRT AN - 01159760 AU - Pollock, David G AU - Dupuis, Kenneth J AU - Lacour, Benjamin AU - Olsen, Karl R AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Detection of Voids in Prestressed Concrete Bridges Using Thermal Imaging and Ground-Penetrating Radar PY - 2008/12//Final Report SP - 77p AB - Thermal imaging and ground-penetrating radar was conducted on concrete specimens with simulated air voids. For the thermal imaging inspections, six concrete specimens were constructed during the month of June 2007 to simulate the walls of post-tensioned box girder bridges. The objective was to detect simulated air voids within grouted post-tensioning ducts, thus locating areas where the post-tensioning steel strands are vulnerable to corrosion. The most important deduction taken from these inspections was that PT-ducts and simulated voids were more detectable in the 20 cm (8 in.) thick specimens than in the 30 cm (12 in.) thick specimens. While inspections of the 20 cm (8 in.) thick specimens revealed the majority of their simulated voids, only one thicker specimen inspection (12c) indicated the presence of simulated voids (four voids in two ducts). Also, PT-ducts were much clearer and visible in the thermal images of the thinner specimens. Ground-penetrating radar (GPR) inspection was conducted on fourteen concrete specimens between August and October 2007. Based on the GPR surveys conducted in this study, it is apparent that the detection of post-tensioning strands and simulated voids within grouted ducts embedded in concrete is possible with a 1.5 GHz GPR system. The layout of the top layer of steel reinforcement in each concrete specimen was evident in the GPR images, but the bottom layer of reinforcement was not clearly detected since it was effectively “hidden” beneath the top layer of rebar. Although none of the post-tensioning strands and simulated air voids within the grouted steel ducts was detectable, simulated voids within plastic ducts were generally detectable in GPR images. The high dielectric constant of the steel ducts did not allow the microwaves to transmit through the surface of the duct and reach the simulated voids. However, the general location of the duct, its orientation and its depth in the concrete were accurately determined using GPR. Thus it can be inferred that the void orientation is critical for detection in GPR images. KW - Air voids KW - Flaw detection KW - Ground penetrating radar KW - Inspection KW - Prestressed concrete bridges KW - Thermal imagery UR - http://www.wsdot.wa.gov/research/reports/fullreports/717.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56170/WA-717.1.PDF UR - https://trid.trb.org/view/920187 ER - TY - RPRT AN - 01159759 AU - Endeshaw, Mesay A AU - ElGawady, Mohamed A AU - Sack, Ronald L AU - McLean, David I AU - Washington State University, Pullman AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Retrofit of Rectangular Bridge Columns Using CFRP Wrapping PY - 2008/12//Final Report SP - 75p AB - This study investigated retrofitting measures for improving the seismic performance of rectangular columns in existing bridges. Experimental tests were conducted on 0.4-scale column specimens which incorporated details that were selected to represent deficiencies present in older bridges in Washington State. Two unretrofitted specimens were tested to examine the performance of the as-built columns incorporating lap splices at the base of the columns and deficient transverse reinforcement. Five columns were retrofitted with carbon fiber reinforced polymer (CFRP) composite wrapping and one specimen was retrofitted with a steel jacket. The specimens were subjected to increasing levels of cycled lateral displacements under constant axial load. Specimen performance was evaluated based on failure mode, displacement ductility capacity and hysteretic behavior. For retrofitting of rectangular columns, it is recommended that oval-shaped jackets be used whenever possible. Column specimens with oval-shaped jackets of steel and CFRP composite material performed similarly, both producing ductile column performance. Failure in these specimens was due to flexural hinging in the gap region between the footing and retrofit jacket, leading to eventual low-cycle fatigue fracture of the longitudinal reinforcement. Details and procedures for the design of oval-shaped steel jackets are provided in FHWA Seismic Retrofitting Manual for Highway Bridges (2006). Design guidelines for oval-shaped CFRP jackets are given in ACTT-95/08 (Seible et al., 1995). Oval-shaped jackets designed according to these recommendations can be expected to prevent slippage of lapped bars within the retrofitted region. Design guidelines for rectangular-shaped retrofitting using CFRP composite materials are proposed for application to columns with cross-section aspect ratios of 2 or less. While no slippage of the lap splice was observed, it is conservatively recommended that rectangular-shaped CFRP wrapping be used only for the situation where controlled debonding of the lap splice is acceptable. KW - Bridges KW - Carbon fibers KW - Columns KW - Earthquake resistant structures KW - Fiber reinforced polymers KW - Retrofitting UR - http://www.wsdot.wa.gov/research/reports/fullreports/716.1.pdf UR - http://ntl.bts.gov/lib/56000/56100/56169/WA-716.1.PDF UR - https://trid.trb.org/view/920189 ER - TY - RPRT AN - 01158864 AU - Jewell, John AU - Peter, Rich AU - Whitesel, David AU - California Department of Transportation AU - Federal Highway Administration TI - Compliance Crash Testing of the Type 60K Terminus PY - 2008/12 SP - 35p AB - Crash testing for compliance with NCHRP Report 350 was performed on a Type 60K terminus. The Type 60K terminus was comprised of Type 60K portable concrete barrier (TL-3 approved) anchored to Type 60 concrete barrier at one end but free at the other. The Type 60K is a concrete barrier made up of 4-m long segments, which are connected together by pins. The barrier is freestanding and has a profile to match the Caltrans Type 60 median barrier. 9 segments (approximately 36 m) were pinned together with restraining stakes placed against the back edges of the last two segments of the arrier. For testing purposes, it was not necessary to anchor one end to Type 60 concrete barrier. One crash test was performed under Report 350 Test Level 3 with a 2000-kg pickup truck. The results of the test were within the limits of the Report 350 guidelines. The Type 60K Terminus is recommended for approval on California highways requiring a down-stream end treatment to the Type 60k barrier with the following limitations: First, there must be a need to be able to remove the barrier. Second, because a blunt end is exposed, it may not used in locations where a reverse hit is possible. Third, because it is restrained from lateral movement in one direction only, it cannot be placed where impact can occur on the unrestrained side. KW - Barriers (Roads) KW - California KW - Concrete KW - Guardrail terminals KW - Impact tests UR - http://www.dot.ca.gov/newtech/researchreports/reports/2008/60k_terminus_final_report.pdf UR - https://trid.trb.org/view/918388 ER - TY - RPRT AN - 01158417 AU - Decker, Dale S AU - Dale S Decker, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Critical Review of ADOT's Hot Mix Asphalt Specifications PY - 2008/12//Final Report SP - 37p AB - The Arizona Department of Transportation (ADOT) has developed specifications and procedures to ensure the quality of the hot mix asphalt materials purchased by the Department. The document recording these specifications and procedures is the "Standard Specifications for Road and Bridge Construction." The 2008 Standard Specifications is the reference used throughout this document. Specifications, however, are constantly changing as technology advances, materials change, and mix design criteria change. The objectives of this project are to: review the state-of-the-industry in Arizona with a focus on equipment and technologies currently being used; review ADOT’s construction operations conformance history reports to identify probable causes of non-conformance; perform a critical review of the asphaltic concrete sections of the current standard specifications; recommend asphaltic concrete specification changes; and prepare a report of the activities. These objectives were met by holding a series of workshops in Arizona with both ADOT and contractor personnel participating. The workshops gave participants an opportunity to discuss issues and concerns with details of the existing specifications. Based on this input, a critical review of the existing specifications was prepared and recommendations for revising the specifications to national state-of-the-practice were made. In addition, recommendations were made for revisions to ADOT’s construction operations conformance history reporting system. KW - Arizona KW - Arizona Department of Transportation KW - Asphalt concrete KW - Hot mix asphalt KW - Revisions KW - Road construction KW - Specifications KW - State of the practice KW - Workshops UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ657.pdf UR - https://trid.trb.org/view/919072 ER - TY - SER AN - 01156918 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Preliminary Results of Prototype Insulated Joint Tests at the Facility for Accelerated Service Test PY - 2008/12 SP - 4p AB - As part of the Association of American Railroads (AAR) Strategic Research Initiatives Program, Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the AAR, in Pueblo, Colorado, is working with the Federal Railroad Administration (FRA), suppliers, and railroad companies to improve the service life of bonded insulated joints (IJs) in a heavy axle load environment at the Facility for Accelerated Service Testing (FAST). Twenty-eight prototype IJs are being tested at FAST. Prototype IJs were installed in-track by TTCI to examine the extent of improvement in IJ performance and service life using improved conventional and miter cut designs. While long-term performance of these joints remains to be determined, preliminary conclusions made are favorable. Component durability: Flexible material in and around the end post area may reduce adhesive cracking. No significant difference in the performance of bolted versus Huck® fasteners was observed. Higher metal flow was observed at the ends of lower hardness rails. Improved foundations and reduced deflections: Wider wood ties, wood frame ties, and closely spaced wood ties appear to have reduced ballast surfacing requirements under IJs. IJ deflections may be reduced by up to 30 percent by doubling the modulus of current joint bars. Higher modulus bars will also increase fatigue strength of joint bars. Reduced impacts: Due to a smoother wheel transition across the end post, miter cut joints imparted 50 percent lower dynamic loads to rail as compared to conventional IJs. These dynamic loads are comparable to open track. A 3/16-inch rail gap for conventional butt joints is optimal for reducing impacts and metal flow. Solid sawn wood ties provide greater damping as compared to composite wood ties and concrete ties with rubber pads. Reduced longitudinal stresses: Miter cut joints have 40 percent higher resistance to longitudinal loads than conventional IJs. KW - Axle loads KW - Deflection KW - Durability KW - Facility for Accelerated Service Testing KW - Impact KW - Insulated joints KW - Rail components KW - Rail joints KW - Stresses UR - http://ntl.bts.gov/lib/42000/42800/42892/rr0811.pdf UR - https://trid.trb.org/view/917711 ER - TY - SER AN - 01156886 JO - Research Results PB - Federal Railroad Administration AU - Allen, Leonard AU - Federal Railroad Administration TI - Update on Bridge Deck Fastener Performance on the Facility for Accelerated Service Testing Steel Bridge PY - 2008/12 SP - 4p AB - The performance of several bridge deck fastening systems is being evaluated on the steel bridge at the Facility for Accelerated Service Testing (FAST) at the Transportation Technology Center, in Pueblo, Colorado. Fastening systems tested to date include several variations using hook bolts, as well as spring clips. Results to date indicate that minor, inexpensive installation details can lead to significant increases in time required between maintenance. Details, such as the use of double nuts and threaded fastener adhesive, have proven to be particularly effective. At FAST, more than 500 million gross tons (MGT) of traffic passed over the bridge after this retrofit was applied before tightening was required. Other hardware details, such as the use of locking clips, can also increase time between maintenance, particularly in high-impact areas near rail joints. Locking clips have proven to extend maintenance cycles at FAST. But, some other hardware variations offered little or no benefit under the heavy axle load (HAL) traffic at FAST. Results for eight different deck fastener combinations are presented in this paper. Advantages and drawbacks, as well as failure modes, are noted based on the test experience at FAST. The bridge deck at FAST is a Conrail open-deck design with dapped oak ties. The open deck has carried over 1,300 MGT of 315,000-pound (lb) HAL traffic since installation in late 1997. KW - Bridge decks KW - Facility for Accelerated Service Testing KW - Fasteners KW - Railroad bridges KW - Steel bridges UR - http://ntl.bts.gov/lib/42000/42800/42898/rr0818.pdf UR - https://trid.trb.org/view/917701 ER - TY - RPRT AN - 01154180 AU - Schneider, Gary AU - Fish, Chuck AU - R&S Consulting, LLC AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Interstate-80 Freight Corridor Analysis: Current Freight Traffic, Trends and Projections in Special Consideration of Wyoming Policy-makers in Planning, Engineering, Highway Safety and Enforcement PY - 2008/12//Final Report SP - 198p AB - This report is the result of a two-part study intended to provide input to the Wyoming Department of Transportation's (WYDOT’s) long-term planning process for the I-80 facility. The first phase of the study involved an on-the-ground freight survey of over 2,000 truckers traveling eastbound and westbound on Interstate 80. The second phase involved analysis of macro-trends that will influence future freight volumes along the I-80 corridor through Wyoming. The study uses a scenario analysis framework to combine data and insight from these two phases to yield useful input and a potential freight planning framework for WYDOT planners and decision makers. KW - Decision making KW - Forecasting KW - Freight traffic KW - Freight transportation KW - Interstate 80 KW - Long range planning KW - Surveys KW - Truck drivers KW - Wyoming UR - http://ntl.bts.gov/lib/44000/44300/44320/R_S_I-80_Freight_Analysis_-_Final_Report_101009_-_Final.pdf UR - https://trid.trb.org/view/915753 ER - TY - RPRT AN - 01153261 AU - Douma, Frank AU - Deckenbach, Jordan AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - The Implications of Current and Emerging Privacy Law for ITS PY - 2008/12//Final Report SP - 42p AB - As Intelligent Transportation Systems (ITS) incorporate data-gathering and compiling systems into the transportation infrastructure, questions about privacy implications stemming from the potential misallocation or abuse of collected data have started to arise. The United States has no comprehensive national regulatory structure for privacy, leaving answers to these privacy questions to be found through a consideration of variety of sources of federal and state privacy law. In this paper, the authors examine a number of the areas where privacy law could impact ITS projects. To address these concerns, developers and planners of ITS technologies have to navigate a myriad of legal considerations and consequences that correspond with the ways in which they utilize the technologies and the information they collect. In an attempt to assist in that endeavor, the final part of this paper suggests tools for ITS developers and planners that explain the level of restrictions that correspond with different kinds of information being collected. KW - Data collection KW - Federal laws KW - Intelligent transportation systems KW - Legal factors KW - Privacy KW - State laws KW - United States UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1280 UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1864 UR - https://trid.trb.org/view/914850 ER - TY - RPRT AN - 01142762 AU - Federal Railroad Administration TI - Wireless Passenger Communications System PY - 2008/12 SP - 4p AB - The Federal Railroad Administration (FRA) funds research for the enhancement of safety on passenger trains. Utilizing the Department of Transportation Small Business Innovative Research (SBIR) program, FRA funded a research project to investigate the feasibility of equipping passenger trains with a back-up communication system that would be used when the trainline communication network is compromised. DFuzion, Inc. conducted the research and developed the concept of the Wireless Passenger Communication System (WPCS) that would allow the train crew and emergency responders to keep the passengers informed in emergencies and provide guidance to all passengers in the event that the train needs to be evacuated. KW - Emergency communication systems KW - Passenger trains KW - Railroad cars KW - Railroad safety KW - Railroad transportation KW - Train crews KW - Wireless communication systems UR - http://www.fra.dot.gov/Page/P0001 UR - https://trid.trb.org/view/902899 ER - TY - RPRT AN - 01142761 AU - Federal Railroad Administration TI - Update of Heavy Axle Load Revenue Service Testing at Mega Sites in Revenue Service PY - 2008/12//Research Results SP - 4p AB - In 2007, most revenue service experiments at the eastern and western mega sites continued. These two sites were established by the Association of American Railroads and the Federal Railroad Administration in late 2004 to consolidate various field experiments, which are designed to determine the effects of heavy axle load (HAL) traffic on track infrastructure and monitor new technologies intended to mitigate detrimental effects of HAL on the track structure and improve train operation safety. Premium test rails at both mega sites continue to show excellent wear resistance. Without preventive grinding, rolling contact fatigue (RCF) developed after 300-350 MGT on the low rails in the 2-degree test curves at the western mega site. Corrective grinding was required at 375 MGT to remove RCF. At the eastern mega site, wide gap welds continue to show good performance with no surface or internal defects identified for 123 MGT of traffic. KW - Axle loads KW - Durability KW - Heavy axle loads KW - Rail grinding KW - Railroad safety KW - Railroad tracks KW - Rolling contact KW - Traffic safety UR - http://www.fra.dot.gov/Elib/Document/2013 UR - https://trid.trb.org/view/902898 ER - TY - RPRT AN - 01142752 AU - Lee, Mary T AU - Multer, Jordan AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Visualizing Railroad Operations: A Tool for Planning and Monitoring Railroad Traffic PY - 2008/12//Final Report SP - 45p AB - This report provides an overview of the development and technology transfer of the Railroad Traffic Planner application, a visualization tool with string line diagrams that show train positions over time. The Railroad Traffic Planner provides support for scheduling activities and also includes near-real-time position information for trains and maintenance vehicles with associated global positioning system tracking devices installed. One objective of this project was to research the potential for this type of visualization tool to improve safety and productivity in the railroad industry. Another objective was to demonstrate the process of technology transfer by bringing this tool to additional railroads and other interested parties in the railroad industry. While some challenges were encountered during this project, many potential benefits of string line tools were identified. Recommendations for people interested in developing, transferring, and using systems like the Railroad Traffic Planner are offered. KW - Automatic train location KW - Car operations (Railroads) KW - Global Positioning System KW - Human factors KW - Railroad transportation KW - Real time information KW - Software KW - Straight line diagrams KW - Technology transfer UR - http://ntl.bts.gov/lib/33000/33700/33709/33709.pdf UR - https://trid.trb.org/view/903032 ER - TY - RPRT AN - 01142530 AU - Federal Railroad Administration TI - Safe Practices, Operating Rule Compliance, and Derailment Rates Improve at Union Pacific Yards with STEEL Process A Risk Reduction Approach to Safety PY - 2008/12 SP - 4p AB - After the success of the Federal Railroad Administration (FRA) Human Factors Program demonstration project at Union Pacific (UP) Railroads San Antonio Service Unit (SASU), which focused on managers and road crews with a proactive safety risk reduction method called Clear Signal for Action (CSA), the Livonia Service Unit (LVSU) applied the same method to managers and switching-yard crews in Spring 2006, hoping to improve safety and safety culture. The LVSU project, entitled Safety Through Employees Exercising Leadership (STEEL), has focused mostly on the Avondale Yard. CSA combines behavior-based safety, continuous improvement, and safety leadership. With sponsorship from FRA, Behavioral Science Technology Inc. is instructing and advising on the implementation of STEEL. In addition to sponsoring the CSA implementation, FRA is sponsoring a lessons-learned team (LLT) to examine what is necessary to implement CSA successfully, the impact on safety, and what factors help to sustain it. The impact of STEEL on switching-yard crew practices is evaluated in this paper from four sources of data: (1) sampling data collected by workers as part of STEEL, (2) field training exercise (FTX) test results, (3) perceptions of workers and managers as reported in interviews, and (4) human factor derailments. KW - Compliance KW - Derailments KW - Railroad crashes KW - Railroad safety KW - Risk assessment KW - Safety Through Employees Exercising Leadership KW - Training KW - Union Pacific Railroad UR - http://www.fra.dot.gov/Elib/Document/2840 UR - https://trid.trb.org/view/902892 ER - TY - RPRT AN - 01142526 AU - Federal Railroad Administration TI - Remote Coupling and Uncoupling of Freight Cars PY - 2008/12 SP - 4p AB - To increase the safety of freight railroad operations, the Federal Railroad Administration (FRA) has been funding research into three distinct freight car components that can be used together to couple and uncouple freight cars remotely. These three components are tri-coupler, remote-controlled angle cock (RCAC), and remote-controlled cut-lever (RCCL). FRA funded Sharma & Associates, Inc.(SA) to research, develop and demonstrate the three items mentioned above. These components are planned for demonstration on another FRA-sponsored project, the Advanced Concept Train (ACT). The RCACs are installed on the train. The RCCLs will be installed at the same time as the tri-couplers. The tri-coupler is undergoing field-testing and will be installed on the ACT train as soon as the field operation is verified. u0926 KW - Automatic train control KW - Brakes KW - Couplers KW - Field tests KW - Freight traffic KW - Railroad cars KW - Railroad safety KW - Remote control KW - Vehicle track coupling (Railroads) UR - http://www.fra.dot.gov/Elib/Document/2016 UR - https://trid.trb.org/view/902890 ER - TY - RPRT AN - 01142510 AU - Association of American Railroads AU - Federal Railroad Administration TI - Gas Pressure Welds and Hollink Slot Welds Testing at the Facility for Accelerated Service Testing PY - 2008/12//Research Results SP - 4p AB - In 2006, two new weld tests were installed in the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST) located at the Transportation Technology Center (TTC) in Pueblo, Colorado. Two rail strings containing a total of 10 gas pressure welds (GPWs) were installed in Section 3 at FAST in January, and in June, the Holland Company sent one of its Hollink slot weld vehicles to make several robotic gas-metal-arc railhead repair welds for in-track testing in a 5-degree curve with a 4-inch superelevation. A total of 14 slot welds were installed in Section 3 at FAST for testing. The primary objective of these tests was to improve field weld performance under heavy axle load cars. As of June 2007, the GPW test accumulated 263 million gross tons (MGT). Three of the welds required maintenance at 84 MGT due to weld batter (approximately 0.065 inch). Rails adjacent to the welds were taper-ground to minimize impacts on the welds. Three additional welds failed due to subsurface shells that broke out on the gage face at 150, 193, and 216 MGT. Another weld failed at 165 MGT due to web cracking which originated at a rail manufacturers stamp located in the weld heat affected zone. The GPW test outlived both the first and second generation of thermite welds used for the test in track. The heat-treated process needs to be improved further. Currently, the Jinzhou Institute in China is improving and automating a welding process to produce a product suitable for North American railroads. The Hollink slot weld equipment was not capable of performing slot welds in a 5-degree curve with a 6-inch superelevation because of the physical limitations of the weld dam consumables. One plant weld was successfully slot welded. Two welds experienced horizontal fractures that originated at the weld fusion line in the railhead at 124 and 127 MGT. A third weld failed due to shelling of the gage corner at 171 MGT. As of June 2007, the slot weld test accumulated 192 MGT. KW - Gas pressure welding KW - Heavy axle loads KW - Million gross tons KW - Railroad tracks KW - Railroad transportation KW - Slot welding KW - Superelevation KW - Test tracks UR - https://trid.trb.org/view/902724 ER - TY - RPRT AN - 01142494 AU - Association of American Railroads AU - Federal Railroad Administration TI - Evaluation of Tie Plate Cracking on Composite Ties PY - 2008/12//Research Results SP - 4p AB - Transportation Technology Center, Inc. (TTCI), in Pueblo, Colorado, conducted a study to determine the effect of tie stiffness on the durability of tie plates mounted on plastic and wood ties on the High Tonnage Loop (HTL) at the Facility for Accelerated Service Testing (FAST). Recently, several tie plates mounted to plastic ties have failed under normal operating conditions at FAST, while no tie plate failures were observed in wood tie sections in the same conditions. TTCI completed a metallurgical analysis, a field test, and a laboratory test to examine possible causes of the tie plate failures. Three tie test zones were studied, two plastic tie zones and one wood tie zone. Two zones experienced over 900 million gross tons (MGT) of heavy axle load (HAL) traffic, while one zone had over 420 MGT of traffic. The work discussed here provides evidence that the lower stiffness of plastic/composite ties adversely affected the service life of the tie plates under loading conditions at FAST. Review of laboratory testing and testing at FAST shows that there is a direct relationship between tie stiffness and stress recorded in the tie plate. Test results suggest that plastic ties allow the tie plates to flex more than those mounted on timber ties, which have a higher stiffness, and therefore subject the plate to a higher stress environment. This high-stress, high-cycle load environment caused early fatigue failure in plates supported by plastic ties. A direct comparison of tie plate performance was made between wood ties and plastic ties in a 6-degree curve on the HTL using three separate 100-tie test zones. Approximately 16 percent of the tie plates mounted on one type of plastic tie on the high rail of the curve cracked on the field side of the rail under 39,000-pound (lb) wheel loads during 900 MGT of traffic. In a nearby plastic tie zone, with over 420 MGT, 3 percent of the high rail tie plates experienced identical failures. None of the tie plates on wood ties cracked during 900 MGT of traffic. Because plastic ties are an alternative for wood ties, TTCI recommends continued investigation into broken plates in revenue service. KW - Failure KW - Heavy axle loads KW - Plastic composite ties KW - Railroad ties KW - Railroad transportation KW - Stiffness KW - Tie plates KW - Wood ties UR - http://ntl.bts.gov/lib/42000/42900/42901/rr0821.pdf UR - https://trid.trb.org/view/902721 ER - TY - RPRT AN - 01142470 AU - Federal Railroad Administration TI - Confidential Close Call Reporting System: Preliminary Evaluation Findings. Research Results PY - 2008/12 SP - 4p AB - The Federal Railroad Administration (FRA) is implementing a collaborative problem-solving approach to improving safety. The Confidential Close Call Reporting System (C3RS) is a human factors-based approach that is designed to reduce the accident rate more quickly--a rate that declined markedly until 1985, but which has remained stable since then. The assumption driving C3RS is that technology and process innovations are approaching the limits of their capacity to improve safety, and that human factors-based solutions need to be added to the technology/process mix if substantial safety improvement is to occur in the future. C3RS-like programs have proved themselves in other industrial sectors, but their use in the railroad industry is novel. KW - Close calls KW - Crash rates KW - Crash reports KW - Human factors engineering KW - Railroad safety KW - Railroad traffic KW - Railroad transportation KW - Technological innovations UR - http://www.fra.dot.gov/Elib/Document/2841 UR - http://www.utu.org/worksite/PDFs/close_call_reporting_rr0833.pdf UR - https://trid.trb.org/view/902712 ER - TY - RPRT AN - 01142463 AU - Federal Railroad Administration TI - Development of Rail Neutral Temperature Monitoring Device PY - 2008/12//Research Results SP - 4p AB - With the increased use of continuously welded rail (CWR), interest in accurately, reliably, and cost-effectively monitoring rail neutral temperature (the temperature at which the rail has no longitudinal stress) has continually grown. One cannot safely assume that the rail neutral temperature remains fixed at the installation temperature, as experience has shown that it, in fact, varies with time because of the dynamic loads that the track structure experiences. As a result, the Federal Railroad Administration (FRA) Office of Research and Development has initiated a research project to develop a cost-effective rail neutral temperature monitoring device. KW - Buckling KW - Continuous welded rail KW - Cost effectiveness KW - Monitoring KW - Railroad safety KW - Railroad tracks KW - Sensors KW - Temperature KW - Thermal fatigue KW - Welded joints UR - http://www.fra.dot.gov/Elib/Document/2014 UR - https://trid.trb.org/view/902716 ER - TY - RPRT AN - 01141688 AU - Siegesmund, Peter AU - Kruse, Carl James AU - Prozzi, Jolanda P AU - Alsup, Rene AU - Harrison, Robert AU - Lorente, Paula AU - University of Texas, Austin AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guide to the Economic Value of Texas Ports PY - 2008/12 SP - 73p AB - When policymakers make public investments, they are frequently interested in the economic impacts associated with their actions. Stakeholders are usually interested in a policy’s economic impact. Common ways of measuring economic impact are the quantity of jobs, sales, and tax receipts associated with an activity. These metrics are often reported as evidence that the welfare of a community will be (or is being) enhanced by a policy decision. This guide summarizes the findings of a Center for Transportation Research/Texas Transportation Institute (CTR/TTI) study team investigating the value of Texas ports for the Texas Department of Transportation found in Technical Report 0-5538-1, An Analysis of the Value of Texas Seaports in an Environment of Increasing Global Trade. The methods used to derive data reported in this document are detailed in that report, together with more substantive discussions and data on associated topics. KW - Economic impacts KW - Market value KW - Metrics (Quantitative assessment) KW - Ports KW - Seaports KW - Texas KW - Transportation policy UR - http://ctr.utexas.edu/wp-content/uploads/pubs/0_5538_P1.pdf UR - https://trid.trb.org/view/902265 ER - TY - RPRT AN - 01139459 AU - Eggers, John AU - Rupnow, Tyson D AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Flexural Strength and Fatigue of Steel Fiber Reinforced Concrete (2004 Hale Boggs Deck) PY - 2008/12//Final Report SP - 37p AB - Through its history, a variety of wearing surface systems for the orthotropic steel deck of the Luling Bridge (aka Hale Boggs Bridge) have been built and studied. The main problem with these systems was they did not last the expected service life (20+ years). In 1999, a short test section was installed using steel reinforced concrete, and even though the reinforcing steel was not optimally designed and exhibited cracks, it is still serviceable. Based on the performance of this test section installed in 1999, a new test section was installed in 2004. This new test section is a steel fiber reinforced concrete (SFRC) deck. The composition of the deck system is ½ in. of bridge deck steel, a thin (approximately ⅛ in.) layer of epoxy with impregnated aggregate and 3½ in. of SFRC. This study focused on the evaluation of the steel fiber reinforced concrete that was used in the new test section on the Luling Bridge. Test specimens of the same material that was to be used in construction of the wearing surface test section were produced. The specimens were then subjected to various test procedures, including flexure strength and fatigue, flexural toughness, and chloride ion penetration among others. One unexpected consequence discovered upon initial testing was that the bending failure mechanism of the composite deck system was not in the SFRC, as projected, but in the epoxy layer. Furthermore, repeated load fatigue testing of the specimens was inconclusive, but did reinforce the failure mechanism shown in previous results. That being said, no inference to projected fatigue life can be made from the laboratory results to the field results. KW - Bridge decks KW - Chloride permeability KW - Epoxy coatings KW - Fatigue (Mechanics) KW - Fatigue tests KW - Fiber reinforced concrete KW - Flexural strength KW - Laboratory tests KW - Luling Bridge (Louisiana) KW - Repeated loads KW - Steel fibers KW - Test sections KW - Toughness KW - Wearing course (Bridges) UR - http://www.ltrc.lsu.edu/pdf/2009/fr_438.pdf UR - http://ntl.bts.gov/lib/31000/31100/31158/fr_438.pdf UR - https://trid.trb.org/view/899786 ER - TY - RPRT AN - 01138546 AU - Adams, Teresa M AU - Juni, Emil AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Compass 2007 Data Analysis and Reporting – Operational Report PY - 2008/12//Final Report SP - 97p AB - The “Compass” program collects rating data each year to help the Wisconsin Department of Transportation (WisDOT) understand current infrastructure conditions and trends. The data also helps WisDOT managers set reasonable maintenance targets that reflect department priorities and respond to limited resources. To ensure that maintenance targets are consistently reflected in work programs around the state, these priorities are shared with the WisDOT regions to help structure the Routine Maintenance Agreements with counties. To evaluate the maintenance target setting process, existing conditions are compared to their target levels to see if the annual goals were met or exceeded. KW - Compass program (Wisconsin) KW - Data analysis KW - Data reporting KW - Maintenance management KW - Strategic planning KW - Transportation infrastructure KW - Wisconsin Department of Transportation UR - http://www.wistrans.org/cfire/documents/01-06_CFIRE_FR.pdf UR - https://trid.trb.org/view/898949 ER - TY - RPRT AN - 01138317 AU - Johns Hopkins University, Laurel AU - Federal Motor Carrier Safety Administration TI - Commercial Vehicle Information Systems and Networks (CVISN)/Performance and Registration Information Systems Management (PRISM). Combination Implementation: Guidance for States. (White Paper) PY - 2008/12 SP - 15p AB - The Performance and Registration Information Systems Management (PRISM) Program and the Commercial Vehicle Information Systems and Networks (CVISN) Program are closely related programs managed by the Federal Motor Carrier Safety Administration (FMCSA). While both programs seek to improve motor carrier safety through information exchange, they have distinct objectives. They have similar, but not identical, requirements for the exchange of interstate registration credential data with the states but different processing methodologies for updating and processing that data. The two programs share the Safety and Fitness Electronic Records (SAFER) commercial vehicle information exchange system as their common data repository, which is more formally called the SAFER/PRISM Central Site (SPCS). This paper provides background on each program and discusses options for operational implementation of both programs. The intended audience includes state Commercial Vehicle Operations (CVO) program managers who have implemented or may decide to implement both CVISN and PRISM in their states, and would like more information on the relationship of the two programs and practical options to integrated deployment. KW - Commercial vehicle operations KW - CVISN (Program) KW - Data quality KW - Guidelines KW - Information systems KW - Intelligent vehicles KW - Management KW - Registrations KW - States KW - Traffic safety KW - Trucking UR - http://www.fmcsa.dot.gov/documents/cvisn/white-papers/CVISN-PRISM-V1-White-Paper.pdf UR - https://trid.trb.org/view/898491 ER - TY - RPRT AN - 01138296 AU - Federal Motor Carrier Safety Administration TI - Large Truck Crash Overview, 2007 PY - 2008/12 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on our Nation's highways. Of the 41,059 people killed in motor vehicle crashes in 2007, 12% (4,808) died in crashes that involved a large truck. Another 101,000 people were injured in crashes involving large trucks. Only about 17% of those killed and 22% of those injured in large truck crashes were occupants of large trucks. KW - Bus crashes KW - Crash injuries KW - Crash investigation KW - Fatalities KW - Heavy duty vehicles KW - Motor carriers KW - Traffic safety KW - Truck crashes KW - U.S. Federal Motor Carrier Safety Administration UR - https://trid.trb.org/view/898546 ER - TY - RPRT AN - 01137611 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Massachusetts by Implemention of a Primary Seat Belt Law PY - 2008/12 SP - 12p AB - This report examines 2006 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Massachusetts if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Massachusetts, there is an expectation of a primary law reducing the burden of insurance companies by about $55.8 million from crashes occurring in a single year alone. The crash victims in Massachusetts would benefit by a reduction of about $3.9 million while the Federal Government would also reduce its costs by about $3.9 million before reimbursing Massachusetts for a portion of Medicaid Expenditures. Massachusetts would also reduce its spending by $5.7 million ($3.6 million after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Massachusetts KW - Medical costs KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30400/30473/811067.pdf UR - https://trid.trb.org/view/897743 ER - TY - RPRT AN - 01135873 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Headlamp Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - High intensity discharge (HID) headlamps and especially directionally adaptive headlamps are still relatively new technologies in the U.S. passenger vehicle fleet. Many drivers limit their nighttime driving as they get older. Driving at night may be especially difficult for some older drivers who experience reduced ability to see under low-light levels or are bothered by glare. One in eight Americans is 65 or older now, and this concern will continue to grow as the American population ages. It is possible that new technologies such as HID headlamps can assist older drivers to drive safer with less stress, thus extending their safe driving years. It is also possible that advanced headlamps may cause unintended consequences such as over-reliance on the technology or unsafe levels of glare for other drivers. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new and emerging in-vehicle technologies, with focus on how these technologies are being used and how well their capabilities and limitations are understood, and with particular emphasis on the experience of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - Glare KW - Headlamps KW - High intensity discharge headlamps KW - In vehicle sensors KW - Night driving KW - Technology assessment KW - Teenage drivers KW - Traffic safety KW - Travel surveys KW - Vehicle design UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811071.pdf UR - https://trid.trb.org/view/896169 ER - TY - RPRT AN - 01135869 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Adaptive Cruise Control Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Adaptive cruise control (ACC) is an in-vehicle convenience feature designed to maintain a set speed and, when applicable, adjust the set speed to maintain a specified distance from a lead vehicle. When following another vehicle, the ACC system will automatically slow down or speed up in responses to changes in the lead vehicles speed. Adaptive Cruise Control systems are still relatively new technologies and are not widely available within the U.S. passenger vehicle fleet. One in eight Americans is 65 or older, and this proportion will continue to grow as the American population ages. It is possible that new technologies such as ACC can assist older drivers to drive more safely with less stress, thus extending their safe driving years. It is also possible that ACC may cause unintended consequences such as over-reliance on the technology. The research reported here was conducted as part of a broader study to learn more about driver experience with several emerging in-vehicle technologies. The focus of this study is on how these technologies are being used and how well their function and limitations are understood, with a particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Autonomous intelligent cruise control KW - Driver information systems KW - Driver vehicle interfaces KW - High risk drivers KW - In vehicle sensors KW - Sensors KW - Teenage drivers KW - Traffic safety KW - Travel behavior KW - Vehicle design UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811070.pdf UR - https://trid.trb.org/view/896165 ER - TY - RPRT AN - 01135863 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Sensor-Based Backing Aid Systems and Rear-View Video Cameras. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Many large vehicles such as sport utility vhicles (SUV)s have been added to the U.S. passenger vehicle fleet in recent years, and drivers of these vehicles may not appreciate the full extent of blind spots to the rear of their vehicles. Often there is a substantial blind spot to the rear of a smaller vehicle as well. Backing may be especially difficult for some older drivers who develop reduced flexibility and reduced mobility of the head and neck. One in eight Americans is 65 or older now, and this concern will continue to grow as the American population ages. Many new vehicles are equipped with convenience systems designed to make backing easier. These systems include rear-view cameras and sensor-based backing aids. Although these systems were not developed as safety systems, this study explores several of the safety implications of the technologies. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new in-vehicle technologies. The focus of this study is on how both types of backing aides are being used and how well their capability and limitations are understood, with particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - In vehicle sensors KW - Rearview cameras KW - Technology assessment KW - Teenage drivers KW - Traffic safety KW - Travel surveys KW - Vehicle design KW - Video cameras UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811069.pdf UR - https://trid.trb.org/view/896173 ER - TY - RPRT AN - 01135862 AU - National Highway Traffic Safety Administration TI - Use of Advanced In-Vehicle Technology by Young and Older Early Adopters: Survey Results on Navigation Systems. Traffic Safety Facts PY - 2008/12 SP - 3p AB - Built-in vehicle navigation systems are proliferating in the United States. Navigation systems use GPS signals and map databases to display maps and turn-by-turn driving directions. Routing functions are also being integrated within larger driver information systems (radio, CD player, HVAC, etc.), and the use of voice recognition technology is becoming more common as a means to interact with and control system functions. One in eight Americans is 65 or older, and this proportion will continue to grow in the coming years. It is possible that new technologies such as navigation systems can assist older drivers to drive safer with less stress, thus extending their safe driving years. It is also possible that navigation systems may cause unintended consequences, such as over-reliance on the technology or increased levels of distraction. The research reported here was conducted as one part of a broader study to learn more about driver experience with several new and emerging in-vehicle technologies. The focus of this study is on how these technologies are being used and how well their capabilities and limitations are understood, with a particular emphasis on the experiences of older drivers. KW - Aged drivers KW - Driver information systems KW - Driver vehicle interfaces KW - Geographic information systems KW - Global Positioning System KW - High risk drivers KW - In vehicle sensors KW - Navigation systems KW - Route guidance KW - Technology assessment KW - Teenage drivers KW - Traffic safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811072.pdf UR - https://trid.trb.org/view/896170 ER - TY - RPRT AN - 01135756 AU - List, George F AU - Falcocchio, John C AU - Ozbay, Kaan AU - Mouskos, Kyriacos C AU - University Transportation Research Center AU - New York State Department of Transportation AU - Federal Highway Administration TI - Quantifying Non-Recurring Delay on New York City’s Arterial Highways PY - 2008/12//Final Report SP - 321p AB - This research project was undertaken to provide a better understanding of the impacts of traffic incidents/accidents on traffic delays on New York City’s Arterial Highways, and to better quantify and predict non-recurring traffic delay for the city’s arterial highways. The project had two basic goals: (1) the development of New York City input data for the New York City’s application of the New York State Department of Transportation’s delay prediction model “CNAM” (Congestion Needs Analysis Model), and (2) investigation of the published literature to identify models/methods that could improve the CNAM approach for estimating non-recurring delay. The research activities consisted of six basic tasks as follows. Task 1 developed the goals and objectives for the research project, and identified the performance measures to be used in the collection and analysis of traffic incident data for New York City. Task 2 contains a review of the models that have been developed for predicting non-recurring delay. Task 3 was started by searching for potential data sources that could used to identify non-recurring incident characteristics and performance metrics. The task focused on agencies that are involved in highway incident management/monitoring as well as those that collect roadway attributes data, such as physical roadway and traffic flow characteristics. Task 4 was on look-up tables. In this task, the look-up tables for CNAM’s application in New York City were updated, consistent with data availability. Task 5 described how the new look-up tables will change the structure of CNAM and alter its predictions of non-recurring delay. A new set of look-up tables are recommended. KW - Arterial highways KW - Data collection KW - Forecasting KW - Literature reviews KW - New York (New York) KW - Nonrecurrent congestion KW - Traffic congestion KW - Traffic crashes KW - Traffic delays KW - Traffic incidents KW - Traffic models UR - http://www.utrc2.org/research/assets/91/NRD_FinalRpt1.pdf UR - http://ntl.bts.gov/lib/31000/31000/31060/NRD_FinalRpt.pdf UR - https://trid.trb.org/view/895950 ER - TY - RPRT AN - 01135287 AU - Clark, S AU - Ostrom, C B AU - Clark, S C AU - Boeing Aerospace Company AU - Federal Aviation Administration TI - Engine Damage-Related Propulsion System Malfunctions PY - 2008/12//Final Report SP - 220p AB - This document describes the research conducted as part of FAA contract DTFACT-03-C-00O33. The purpose was to research the operational effects and causes of engine damage and develop damage detection strategies using combinations of existing sensors (sensor fusion). The research included a comprehensive study of engine damage causes and effects from in-service data, an assessment of how and why engine damage should be annunciated to the flight crew, development of high-level sensor fusion-based damage detection strategies, and an assessment of the benefits and implementation considerations. KW - Aircraft KW - Damage detection KW - Detection and identification KW - Engine failure KW - Engines KW - Flight crews KW - Jet engines KW - Mechanical failure KW - Propulsion systems KW - Sensors UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0824.pdf UR - https://trid.trb.org/view/892200 ER - TY - RPRT AN - 01135259 AU - National Highway Traffic Safety Administration TI - Early Estimate of Motor Vehicle Traffic Fatalities from January to October 2008 PY - 2008/12 SP - 2p AB - A statistical projection of traffic fatalities for the first ten months of 2008 shows a significant decline of about 10 percent as compared to fatalities from the same period in 2007. Preliminary data from the Federal Highway Administration (FHWA) shows that vehicle miles traveled (VMT) declined by 3.5 percent for the first nine months of the year. KW - Crash data KW - Fatalities KW - Statistics KW - Traffic crashes KW - Vehicle miles of travel UR - http://www-nrd.nhtsa.dot.gov/Pubs/811054.PDF UR - https://trid.trb.org/view/891721 ER - TY - RPRT AN - 01135250 AU - Monsere, Christopher M AU - Bertini, Robert Lawrence AU - Ahn, Soyoung AU - Eshel, Oren AU - Portland State University AU - Oregon Department of Transportation AU - Federal Highway Administration AU - Oregon Transportation Research and Education Consortium TI - Using Archived ITS Data to Measure the Operational Benefits of a System-Wide Adaptive Ramp Metering System PY - 2008/12//Final Report SP - 295p AB - A System-Wide Adaptive Ramp Metering (SWARM) system has been implemented in the Portland, Oregon metropolitan area, replacing the previous pre-timed ramp-metering system that had been in operation since 1981. SWARM has been deployed on six major corridors and operates during the morning and afternoon peak hours. This report presents results of a before and after evaluation of the performance of two freeway corridors as part of ongoing efforts to measure the benefits of the new SWARM system, as compared to the pre-timed system. The study benefited from using the existing regional data, surveillance and communications infrastructure in addition to a regional data archive system. The evaluation revealed that the operation of the SWARM system, as currently configured in the Portland metropolitan region, produced mixed results when comparing the selected performance metrics to pre-timed operation. For the I-205 corridor, the results were generally positive. In the morning peak period, SWARM operation resulted in an 18.1% decrease in mainline delay and decreased variability in the delay. For the afternoon peak period, improvements were also found (a 7.9 % decrease in mainline delay) with the exception of moderately congested days which saw an 4.7% increase in mainline delay. On the OR-217, however, significant increases were found in overall average delay. In the morning peak period, delay increased 34.9% while in the afternoon period delay increased 55.0%. These conclusions, however, must be tempered because of lack of ramp demand data. KW - Adaptive control KW - Intelligent transportation systems KW - Metropolitan areas KW - Peak hour traffic KW - Performance evaluations KW - Portland (Oregon) KW - Ramp metering KW - Traffic congestion KW - Traffic control devices KW - Traffic delays KW - Traffic flow UR - http://ntl.bts.gov/lib/31000/31600/31690/OTREC-RR-08-04_Bertini_SWARM_FinalReport.pdf UR - https://trid.trb.org/view/894634 ER - TY - RPRT AN - 01134953 AU - Surface Transportation Board TI - Proposed Canadian National Railway Company acquisition of the Elgin, Joliet & Eastern Railway Company : environmental impact statement PY - 2008/12//Volumes held: Draft(5v), Dsum, Final(5v),Fsum, Letters from the public B1 KW - Environmental impact statements UR - https://trid.trb.org/view/895703 ER - TY - RPRT AN - 01134885 AU - Federal Highway Administration TI - Detroit River International Crossing (DRIC), Wayne County : environmental impact statement PY - 2008/12//Volumes held: Draft, F, technical reports B1 (2 discs) KW - Environmental impact statements KW - Michigan UR - https://trid.trb.org/view/895635 ER - TY - RPRT AN - 01134863 AU - Federal Highway Administration TI - I-295/I-76/Route 42 direct connection project : environmental impact statement PY - 2008/12//Volumes held: D, F(fol), Air quality technical environmental study B1, Hazardous waste screening technical environmental study B2, Historic architectural resources technical environmental study B3(3v), Natural ecosystems technical environmental study B4, KW - Environmental impact statements KW - New Jersey UR - https://trid.trb.org/view/895613 ER - TY - RPRT AN - 01134851 AU - Chaudhary, Neil K AU - Tison, Julie AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Estimated Medical Cost Savings in Nevada by Implementation of a Primary Seat Belt Law PY - 2008/12 SP - 12p AB - This report examines 2007 hospital discharge data reporting cases where the external cause of injury to a vehicle occupant was a motor vehicle crash to predict the estimated savings to Nevada if a primary seat belt law is implemented. The savings are calculated using costs based on the report "Economic Impact of Motor Vehicle Crashes" (DOT HS 809 446). In Nevada, there is an expectation of a primary law reducing the burden of insurance companies by about $4.2 million from crashes occurring in a single year alone. The crash victims in Nevada would benefit by a reduction of more than $503,000 while the Federal Government would reduce its costs by about $543,000 before reimbursing Nevada for a portion of Medicaid expenditures. Nevada would also reduce its spending by $1.6 million ($930,000 after reimbursement). KW - Costs KW - Crash injuries KW - Economic impacts KW - Injury costs KW - Medical costs KW - Nevada KW - Primary enforcement laws KW - Primary seat belt laws KW - Seat belts UR - http://ntl.bts.gov/lib/30000/30500/30567/811068.pdf UR - https://trid.trb.org/view/894602 ER - TY - RPRT AN - 01134794 AU - Federal Highway Administration TI - Kosciuszko Bridge project, Brooklyn-Queens Expressway (I-278) from Morgan Avenue in Brooklyn to the Long Island Expressway (I-495) in Queens, Kings and Queens counties : environmental impact statement PY - 2008/12//Volumes held: Draft, DappA-S, Final, Final AppendixA-L, Final AppendixM-T KW - Environmental impact statements UR - https://trid.trb.org/view/895554 ER - TY - RPRT AN - 01133894 AU - Suh, Chul AU - Ha, Soojun AU - Won, Moon C AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Optimized Design of Concrete Curb under Off Tracking Loads PY - 2008/12//Technical Report SP - 65p AB - Most research studies in the portland cement concrete (PCC) pavement area focused on addressing distresses related to pavement structure itself. As a result, the design and construction of other structural elements of the concrete curb and curb and gutter (CCCG) system have been overlooked and not much research has been done in this area. Visual inspection of damaged CCCG systems was conducted in the field. All damaged CCCG systems were the Texas Department of Transportation (TxDOT) Type II system and almost all damaged CCCG systems were found at U-turn curbs due to excessive off tracking of traffic. Although geometric changes of the curb design are the fundamental solutions for the off tracking failure, such changes are not feasible in most cases due to economic and space limitations. Extensive finite element analysis was performed based on the new U-turn curb design of the TxDOT Houston district. The horizontal loading is the most critical loading condition to evaluate the structural adequacy of a CCCG system. The structural capacity of CCCG can be enhanced by increasing the curb width and/or by inserting the curb dowel further from the traffic face of CCCG. The use of the new U-turn curb design from the TxDOT Houston district is highly recommended for areas affected by the off tracking of heavy vehicles. It is recommended to position the curb dowel further from the traffic face of a CCCG system for better performance when the new U-turn curb design is applied. The use of an epoxy-grouted curb dowel is also recommended instead of a manually inserted straight dowel bar to ensure better bond performance between dowel bar and concrete in a CCCG system. KW - Bond strength (Materials) KW - Curbs KW - Design KW - Dowels (Fasteners) KW - Epoxy resins KW - Grouting KW - Gutters KW - Offtracking KW - U turns UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5830_1.pdf UR - https://trid.trb.org/view/894557 ER - TY - RPRT AN - 01132439 AU - Maher, Ali AU - Aktan, Emin AU - Center for Advanced Infrastructure and Transportation AU - Federal Highway Administration TI - Performance Based Integrated Asset Management (PBIAM) PY - 2008/12//Final Report SP - 8p AB - This investigation covered the following broad objectives: the state-of-the-art in asset management of highway infrastructure in the U.S. and abroad; and research needs for demonstrating a network-level implementation of asset management to a regional highway infrastructure system. The investigation and this report will serve as a foundation for a proposal to establish a multi-disciplinary and multi-institutional research center on infrastructure asset management. This proposal will be submitted by the Center for Advanced Infrastructure and Transportation (CAIT) and its partners to agencies including the National Science Foundation and the Federal Highway Administration. KW - Asset management KW - Highways KW - Implementation KW - State of the art KW - Transportation infrastructure UR - http://cait.rutgers.edu/files/PBIAM-RU4474.pdf UR - https://trid.trb.org/view/892783 ER - TY - RPRT AN - 01131890 AU - Schnittker, Brian AU - Bayrak, Oguzhan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Allowable Compressive Stress at Prestress Transfer PY - 2008/12//Technical Report SP - 206p AB - In 2004, the Texas Department of Transportation (TxDOT) initiated Project 5197 to investigate the feasibility of increasing the allowable compressive stress limit at prestress transfer. Initially, the live load performance of 36 specimens was evaluated by Birrcher and Bayrak (TxDOT Report 5197-1, 2007). Report 5197-4 presents the subsequent research conducted based on recommendations of Birrcher and Bayrak (2007). In this portion of TxDOT Project 5197, 45 Type-C beams and 10 4B28 box beams were tested to experimentally determine their cracking load. The Type-C beams were produced in four different fabrication plants using conventionally consolidated concrete. The 10 4B28 box beams were produced in two fabrication plants using concrete mixture designs of both self consolidating concrete as well as conventional concrete. For all specimens, measured cracking loads were compared to predicted cracking loads. The data from the 45 Type-C beams and 10 box beams were added to the 36 beams investigated by Birrcher and Bayrak (2007) to compile a comprehensive set of data from 91 specimens. An appropriate maximum compressive stress limit was determined from the ability to accurately predict the load at which cracking occurred. As the maximum compressive stress at prestress transfer was increased, a decline in cracking load prediction accuracy was observed. For the specimens subjected to high compressive stresses at release (greater than 0.65f’ci), the concrete in the pre-compressed tensile zone was subjected to the non-linear inelastic range causing microcracking to occur. This non-linear behavior (due to microcracking) was unaccounted for in prestress losses or standard design equations (P/A±Mc/I). Based on the analysis of the results, an increase of the allowable compressive stress limit at prestress transfer to 0.65f’ci is justified. Additionally, the use of self consolidating concrete with a maximum compressive stress of 0.65f’ci is not recommended. KW - Beams KW - Box beams KW - Compressive stress KW - Cracking KW - Microcracking KW - Prestress transfer KW - Prestressed concrete KW - Self compacting concrete UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5197_4.pdf UR - https://trid.trb.org/view/892069 ER - TY - RPRT AN - 01131609 AU - Dutta, Utpal AU - McAvoy, Deborah S AU - Lynch, Jim AU - Vandeputte, Laurel AU - University of Detroit Mercy AU - Michigan Department of Transportation AU - Michigan Ohio University Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation of the SCATS Control System PY - 2008/12//Final Report SP - 114p AB - The purpose of this research study was to determine the effectiveness of Sydney Coordinated Adaptive Traffic System (SCATS) in reducing traffic congestion by examining traffic delay, queue length and other characteristics as measures of effectiveness (MOEs). Similar to many urban areas across the nation, Oakland County, one of the largest counties in the State of Michigan has been experiencing congestion for the past two decades. Looking for innovative and cost effective ways to improve road user mobility and safety, the Road Commission for Oakland County (RCOC) began investigating innovative traffic control strategies associated with Intelligent Transportation Systems (ITS). As a part of this effort, the county has gradually converted its signalized traffic network from optimized fixed-time to SCATS control starting from year 1992. In order to evaluate the effectiveness of SCATS signal system, a comparative parallel evaluation methodology was used, which compared the SCATS signal system with the pre-timed signal system. Student's t-test and Paired t-test were used as a part of the statistical analysis. Among the findings were the following: (1) The performance of the SCATS system was found to be superior for several of the MOEs for each of the peak periods generally for the eastbound travel direction; (2) A statistical difference was found between the two signal systems based upon the number of stopped vehicles for the minor roadways during the Saturday peak period - the number of stopped vehicles under the pre-timed system was fewer than under the SCATS signal system; and (3) A statistical difference was found between the two signal systems based upon the number of stopped vehicles for M-59 during the weekday PM peak period - the number of stopped vehicles under the SCATS signal system was fewer than under the pre-timed signal system. KW - Measures of effectiveness KW - Oakland County (Michigan) KW - Queue length KW - SCATS (Computer program) KW - Traffic congestion KW - Traffic delays KW - Traffic mitigation KW - Traffic signal control systems KW - Travel time UR - http://michigan.gov/documents/mdot/MDOT_Research__Report_RC-1545F_364058_7.pdf UR - http://mioh-utc.udmercy.edu/research/ts-04/pdf/MIOH_UTC_TS4_2008-Final_Report_Evaluation_of_SCATS_Control_System.pdf UR - https://trid.trb.org/view/891744 ER - TY - RPRT AN - 01130735 AU - Winick, Robert M AU - Matherly, Deborah AU - Ismart, Dane AU - Louis Berger Group, Incorporated AU - Federal Highway Administration TI - Examining the Speed-Flow-Delay Paradox in the Washington, DC Region: Potential Impacts of Reduced Traffic on Congestion Delay and Potential for Reductions in Discretionary Travel during Peak Periods PY - 2008/12//Research Report SP - 80p AB - Traffic congestion in the Washington, DC area, especially congestion on our freeways, costs our residents every day in terms of wasted time, fuel, and increased air pollution. Highway studies have determined that once traffic volumes exceed the capacity of the roadway, the system can rapidly “break down” to the point where all traffic slows markedly, and the capacity and throughput of the roadway drops precipitously. The Federal Highway Administration commissioned this study to specifically evaluate speed, volume and delay for congested versus uncongested travel on some of the major roadways in the metropolitan Washington region, in order to identify the specific “tipping point(s)” at which free-flow traffic “breaks down”, and conversely, the volume of traffic that would have to be reduced in peak periods to keep traffic free-flowing. The study also analyzed survey data to estimate the number and percent of trips that people take in peak hours on our freeways that are discretionary trips. Finally, the study briefly reviewed empirical findings on experiences with congestion pricing in the US and abroad. KW - Congestion pricing KW - Discretionary trips KW - Free flow (Traffic) KW - Highway capacity KW - Peak periods KW - Throughput (Traffic) KW - Traffic congestion KW - Traffic delays KW - Traffic flow KW - Traffic speed KW - Washington Metropolitan Area UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09017/fhwahop09017.pdf UR - http://ntl.bts.gov/lib/30000/30800/30837/fhwahop09017.pdf UR - https://trid.trb.org/view/891055 ER - TY - RPRT AN - 01130690 AU - Federal Highway Administration TI - Summary Report: Peer Workshop on Adaptation to Climate Change Impacts PY - 2008/12 SP - v.p. AB - Recent research suggests that relatively little has occurred across the nation to proactively develop strategies and implement actions to adapt the transportation system to the various predicted impacts of climate change. Further, there is no "one size fits all" approach to adaptation since each region of the country (or state or locality) is likely to experience different levels and types of effects over time. There can be little doubt, however, that climate change will have impacts, both direct and indirect, on the transportation system. Indeed, some effects may already be being felt in some regions. Thus, there is a need to be proactive about maintaining the nation's mobility in a changing environment. To facilitate progress in addressing this issue, the Federal Highway Administration (FHWA), with the support of the American Association of State Highway and Transportation Officials (AASHTO), convened a peer exchange on current transportation system adaptation practices and strategic needs in Washington D.C. on December 11, 2008. This session included senior officials of state departments of transportation (DOTs), FHWA headquarters and division offices and AASHTO, who spent the day discussing existing and potential strategies and approaches for adapting the nation's transportation system to the impacts of climate change. This report summarizes the results of this session, and is one of series of FHWA reports documenting the results of national peer exchanges on integrating climate change considerations into the transportation planning process. FHWA developed this report to summarize the peer exchange results for the use and benefit of DOTs and their stakeholders across the country. The report summarizes participant presentations and the key issues that emerged during the event. To help support state DOT and other transportation agency efforts to adapt to climate change impacts, this report identifies suggestions from the peer exchange participants for potential elements of guidance, research and policy at the national level. KW - Adaptation planning (Climate change) KW - Climate change KW - Global warming KW - Peer exchange KW - State departments of transportation KW - Strategic planning KW - Transportation planning KW - Transportation policy KW - Transportation system management KW - Workshops UR - http://www.fhwa.dot.gov/planning/statewide/pwsacci.htm UR - https://trid.trb.org/view/891009 ER - TY - RPRT AN - 01129898 AU - Ozbay, Kaan AU - Bartin, Bekir AU - Rathi, Neha AU - List, George F AU - Demers, Alixandra AU - Wojtowicz, Jeffrey M AU - Rutgers University, Piscataway AU - Rensselaer Polytechnic Institute AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Operational Improvements at Traffic Circles PY - 2008/12//Final Report SP - 101p AB - This study deals with the development of a credible and valid simulation model of the Collingwood, Brooklawn, and Asbury traffic circles in New Jersey. These simulation models are used to evaluate various geometric and operational improvement alternatives. An extensive review of the available simulation packages is presented. PARAMICS microscopic simulation software was selected due to its capability of modeling and simulating complex roadway structures and driver behavior. The simulation models of these circles were developed using PARAMICS. These models were validated and calibrated using the extensive field data collected as part of this project. The specifics of the collected data, and the extraction procedure are also explained in the report. The development of the simulation models and the validation and calibration steps are presented in detail. The study observed that the efficiency of these traffic circles is directly related to the gap acceptance/rejection of vehicles at yield-controlled or stop-controlled intersections, and the interarrival time of vehicles at the approaches. Therefore, at each selected location, gap acceptance/rejection models are developed based on the extracted data. The Application Programming Interface (API) of PARAMICS is used to incorporate site specific gap acceptance/rejection models. Also, to model realistic interarrival times at the approaches, the traffic signals at the vicinity of the circles are modeled using actual signal timing parameters. KW - Application software KW - Calibration KW - Field data KW - Gap acceptance KW - Improvements KW - Microsimulation KW - New Jersey KW - Paramics (Computer program) KW - Traffic circles KW - Traffic simulation KW - Validation KW - Vehicle interarrival time UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-012.pdf UR - https://trid.trb.org/view/890117 ER - TY - RPRT AN - 01129895 AU - List, George F AU - Demers, Alixandra AU - Wojtowicz, Jeffrey M AU - Ozbay, Kaan AU - Bartin, Bekir Oguz AU - Rathi, Neha AU - Rutgers University, Piscataway AU - Rensselaer Polytechnic Institute AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Operational Improvements at Traffic Circles: Safety Analysis PY - 2008/12//Final Report SP - 223p AB - The purpose of this study was to improve the safety and operation at three traffic circles in New Jersey. To do this, data were collected at the traffic circles to allow researchers to model the circles using the PARAMICS software simulation package. Once operational and safety factors were evaluated at the circles, alternatives for improvement were developed. The PARAMICS model was then utilized to evaluate the costs and benefits of each alternative. To augment the simulation work, empirical analysis was also performed using two model forms. KW - Alternatives analysis KW - Benefit cost analysis KW - Improvements KW - Paramics (Computer program) KW - Traffic circles KW - Traffic safety KW - Traffic simulation UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-011.pdf UR - https://trid.trb.org/view/890115 ER - TY - RPRT AN - 01129881 AU - Federal Highway Administration TI - Income-Based Equity Impacts of Congestion Pricing: A Primer PY - 2008/12 SP - 24p AB - There are three principal types of equity considerations that relate to the distribution of benefits and burdens of toll or congestion-pricing projects: income equity, geographic equity, and modal equity. This primer focuses on the first type of equity—income equity. Equity concerns with regard to income have often been raised about congestion pricing. The benefits of congestion pricing may not be distributed equally among all users. High-income users are more likely to remain on the highway, pay the congestion fee, and benefit from a faster trip. Low-income users may be worse off if they choose other less-expensive times, routes, or modes. When public use of infrastructure assets is deliberately made more expensive at certain times, low-income people and those concerned about their welfare may raise legitimate concerns about equity. Toll roads impact environmental justice in at least two ways: impacts from the alignment and impacts from the ability to take advantage of better service. This primer focuses on the second impact—the ability to take advantage of better service—because the focus is on congestion pricing as applied to existing facilities. This primer presents information on the low-income equity issue in three sections as follows: (1) An overview of what is known about the low-income equity issue on the basis of current literature; (2) Results from studies conducted under the U.S. Department of Transportation’s (DOT's) Value Pricing Pilot (VPP) Program; and (3) What is known about the issue, at this point in time, from DOT’s urban partners funded under the Urban Partnership Agreement (UPA) Program and the Congestion Reduction Demonstration (CRD) Program. KW - Congestion pricing KW - Environmental justice KW - Equity (Finance) KW - Income KW - Literature reviews KW - Low income groups KW - Toll roads KW - Upper income groups KW - Urban Partnership Agreements KW - Value Pricing Pilot Program UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08040/fhwahop08040.pdf UR - http://ntl.bts.gov/lib/30000/30800/30888/FHWA-HOP-08-040.pdf UR - https://trid.trb.org/view/890006 ER - TY - RPRT AN - 01128980 AU - Chen, Stuart S AU - Lamanna, Michael F AU - State University of New York, Buffalo AU - New York State Department of Transportation AU - Federal Highway Administration TI - Control of Blowing Snow using SnowMan (Snow Management): User Manual PY - 2008/12//User Manual SP - 80p AB - Properly engineered passive snow control measures can significantly reduce the safety hazards and winter maintenance costs associated with the problem of blowing and drifting snow. There are two possible mitigation strategies: roadway (cross section) design and snow fencing. This project developed and deployed a software application, named SnowMan (for Snow Management), to run within the New York State Department of Transportation's (NYSDOT’s) MicroStation-based CAD environment to assist highway designers and maintenance users in the design of such passive control measures. This effort thus extends the applicability of the earlier PASCON expert system software (Kaminski and Mohan 1991) and incorporates well-established knowledge regarding snow transport and deposition, evaluating roadway cross sections for drift susceptibility, design of passive and living snow fences, and earthwork modification for reducing drifting (Tabler 2003). The SnowMan software brings the science of engineered mitigation of blowing and drifting snow to the desktop. This manual describes the usage of this software tool for mitigation of blowing and drifting snow problems, while also providing an overview of the relevant data and principal output results produced by the software for blowing and drifting snow mitigation. Benefits of the use of this software include reducing maintenance costs and closure times and improving crash incidence by improving visibility, preventing drifting on the road, and reducing road icing. KW - Computer program documentation KW - Highway design KW - Snow and ice control KW - Snow fences KW - Snowdrifts KW - Software UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-01-67_user%20manual.pdf UR - https://trid.trb.org/view/889201 ER - TY - RPRT AN - 01128972 AU - Lamanna, Michael F AU - Chen, Stuart S AU - State University of New York, Buffalo AU - New York State Department of Transportation AU - Federal Highway Administration TI - Control of Blowing Snow using SnowMan: Developer’s Manual PY - 2008/12//Developers Manual SP - 118p AB - Properly engineered passive snow control measures can significantly reduce the safety hazards and winter maintenance costs associated with the problem of blowing and drifting snow. There are two possible mitigation strategies: roadway (cross section) design and snow fencing. This project developed and deployed a software application, named SnowMan (for Snow Management), to run within the New York State Department of Transportation's (NYSDOT’s) MicroStation-based CAD environment to assist highway designers and maintenance users in the design of such passive control measures. This effort thus extends the applicability of the earlier PASCON expert system software (Kaminski and Mohan 1991) and incorporates well-established knowledge regarding snow transport and deposition, evaluating roadway cross sections for drift susceptibility, design of passive and living snow fences, and earthwork modification for reducing drifting (Tabler 2003). The SnowMan software brings the science of engineered mitigation of blowing and drifting snow to the desktop. This manual documents information relevant to programmers charged with maintaining and/or extending the software capabilities. Benefits of the use of this software include reducing maintenance costs and closure times and improving crash incidence by improving visibility, preventing drifting on the road, and reducing road icing. KW - Computer program documentation KW - Highway design KW - Snow and ice control KW - Snow fences KW - Snowdrifts KW - Software UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-01-67_developers%20manual.pdf UR - https://trid.trb.org/view/889200 ER - TY - RPRT AN - 01127430 AU - Sayer, James R AU - LeBlanc, David J AU - Bogard, Scott E AU - Hagan, Michael R AU - Sardar, H AU - Buonarosa, Mary Lynn AU - Barnes, Michelle AU - University of Michigan Transportation Research Institute AU - Research and Innovative Technology Administration AU - Department of Transportation TI - Integrated Vehicle-Based Safety Systems: Field Operational Test Plan PY - 2008/12 SP - 97p AB - This document presents the plan for conducting a field operational test (FOT) of the Integrated Vehicle-Based Safety Systems (IVBSS) program. The plan describes the work that will be performed by the University of Michigan Transportation Research Institute using 16 passenger cars and 10 commercial trucks equipped with an integrated crash avoidance system. The goal of the IVBSS program is to conduct a field test to collect data to objectively assess the potential safety benefits and driver acceptance associated with prototype integrated crash warning systems. Both platforms have three integrated crash-warning subsystem systems (forward crash, lateral drift, and lane-change/merge warnings); the light-vehicle platform also has a fourth subsystem, curve-speed warning. For the light-vehicle portion of the FOT, 108 lay drivers will operate test vehicles in place of their own personal cars for a period of six weeks. Forty commercial-truck drivers from a commercial fleet will operate heavy trucks in place of the Class 8 tractors they normally use as their work vehicles for a period of five months. All vehicles will be instrumented to capture information regarding the driving environment, driver activity, system behavior, and vehicle kinematics. Driver information will be captured through a series of subjective questionnaires, focus groups, and debriefing sessions to determine driver acceptance and to gain insight for improving future versions of integrated crash warning systems. KW - Automobiles KW - Crash avoidance systems KW - Field tests KW - Instrumented vehicles KW - Integrated Vehicle Based Safety Systems (Initiative) KW - Intelligent vehicles KW - Prototypes KW - Trucks UR - http://hdl.handle.net/2027.42/62108 UR - https://trid.trb.org/view/887960 ER - TY - RPRT AN - 01126560 AU - Saber, Aziz AU - Roberts, Freddy L AU - Zhou, Xiang AU - Louisiana Tech University, Ruston AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Monitoring System to Determine the Impact of Sugarcane Truckloads on Non-Interstate Bridges PY - 2008/12//Final Report SP - 231p AB - The study included in this report assessed the strength, serviceability, and economic impact caused by overweight trucks hauling sugar cane on Louisiana bridges. Researchers identified the highway routes and bridges being used to haul this commodity and statistically chose samples to use in the analysis. Approximately 84 bridges were involved in this study. Four different scenarios of load configuration were examined: 1) GVW = 100,000 lb, with a maximum tandem load of 48,000 lb; 2) GVW = 100,000 lb, with a maximum tridem load of 60,000 lb; 3) Uniformly distributed tandem and tridem loads; and 4) GVW = 120,000 lb, with maximum tandem of 48,000 lb, and maximum tridem of 60,000 lb. It is to be noted that a GVW of 120,000 lb for sugarcane haulers was the highest level currently considered in this investigation. The methodology used to evaluate the fatigue cost of bridges was based on the following procedures: 1) determine the shear, moment, and deflection induced on each bridge type and span, and 2) develop a fatigue cost for each truck crossing with a) a maximum GVW of 120,000 lb, and b) a GVW of 100,000 lb with a uniformly distributed load. Through the use of a field calibrated finite element model, Structure 03234240405451 was analyzed and load rated for loading vehicles HS-20, 3S2 and 3S3 (sugar cane loading cases 1 through 4). The structure had adequate strength to resist both bending and shear forces for all six loading vehicles. It should be noted that all of the rating factors were acceptable for all 17 spans as long as the construction and the structural condition of each span were the same. Results indicate that among the four cases of loading configurations, Case 4, which was a GVW=120,000 lb with maximum tandem and tridem loads, generated the worst strength and serviceability conditions in bridges. Therefore, Case 4 is the loading configuration that controls the strength analysis and evaluation of fatigue cost for bridge girders. Based on the controlling load configuration, Case 4 with a GVW=120,000 lb, the estimated fatigue cost is $11.75 per trip per bridge. In Case 3, which was a GVW=100,000 lb uniformly distributed load; the estimated cost is $0.90 per trip per bridge. The results from the bridge deck analyses indicate that the bridge deck is under a stable stress state, whether the stresses are in the tension zone or the compression zone. Moreover, the decks of bridges with spans longer than 30 ft may experience cracks in the longitudinal direction under 3S3 trucks. Such cracks will require additional inspections along with early and frequent maintenance. Based on the results of the studies presented in this report, it is recommended that truck configuration 3S3 be used to haul sugar cane with a GVW of 100,000 lb uniformly distributed. This will result in the lowest fatigue cost on the network. It is recommended that truck configuration 3S3 not be used to haul sugar cane with GVW of 120,000 lb. This will result in high fatigue cost on the network and could cause failure in bridge girders and bridge decks. KW - Bridge decks KW - Bridges KW - Cracking KW - Economic impacts KW - Fatigue (Mechanics) KW - Finite element method KW - Girders KW - Gross vehicle weight KW - Load rating (Bridges) KW - Louisiana KW - Monitoring KW - Overweight loads KW - Sugar cane KW - Tandem axle loads KW - Tridem axle loads UR - http://www.ltrc.lsu.edu/pdf/2009/fr_418.pdf UR - https://trid.trb.org/view/887641 ER - TY - RPRT AN - 01126431 AU - Federal Highway Administration TI - Federal Highway Administration Finding of No Significant Impact For the NW 100 Street Improvements between NW 54th Avenue and Brookview Drive, Urbandale, Iowa PY - 2008/12 SP - v.p. AB - The Federal Highway Administration (FHWA) has determined that this project will not have any significant impact on the human and natural environment. This finding is based on the Environmental Assessment included with the document, which as been evaluated by the FHWA. It provides sufficient evidence and analysis for determining that an Environmental Impact Statement is not required. The proposed action for the project consisted of the following: a four-lane urban cross section with a curb and gutter, including a bicycle/pedestrian trail; and a replacement bridge. KW - Environmental assessments KW - Environmental impacts KW - Environmental streamlining KW - Iowa UR - https://trid.trb.org/view/887315 ER - TY - RPRT AN - 01126422 AU - Maritime Administration TI - Public Port Finance Survey for FY 2006 PY - 2008/12 SP - 30p AB - This report is the result of a cooperative effort between the Maritime Administration and the American Association of Port Authorities (AAPA). This is the only report of its kind in the port industry that covers U.S. and Canadian ports. It has been compiled for 28 years, first by AAPA or a member port and now, for the ninth year, by the Maritime Administration. The report contains financial data on maritime activities at ports, including the income statement, balance sheet, outstanding bonds, debt service, sales offices, and cargo tonnage. Two additional sections cover data on ratio analyses and contributions, donations, and grants received in fiscal year 2006. KW - Debt KW - Financing KW - Grant aid KW - Income KW - Ports KW - Surveys KW - Tonnage UR - http://www.marad.dot.gov/documents/REVISED_1-13-09___2006_Port_Finance_Survey_(final)_-_PRINT_ON_LEGAL_PAPER.pdf UR - http://ntl.bts.gov/lib/33000/33200/33250/REVISED_1-13-09___2006_Port_Finance_Survey__final__-_PRINT_ON_LEGAL_PAPER.pdf UR - https://trid.trb.org/view/886632 ER - TY - RPRT AN - 01126405 AU - Akashi, Y AU - Hu, Fei AU - Bullough, J D AU - Rensselaer Polytechnic Institute AU - National Highway Traffic Safety Administration TI - Sensitivity Analysis of Headlamp Parameters Affecting Visibility and Glare PY - 2008/12//Final Report SP - 59p AB - Computer-simulated evaluations were conducted to identify the extent to which driver visibility and glare are affected by headlamp light source type (e.g., tungsten-halogen or high-intensity discharge), mounting height, optical system type, alignment type, and mis-aim. Based on the results of these simulation evaluations, this study also addressed whether further limits might be considered in photometric standards for headlamps that are addressed by Federal regulations. While there appears to be an inherent conflict between visibility and glare in the photometric design of headlamps, the analyses performed here do indicate that current photometric specifications for headlamps do not always trade off visibility and glare equally (e.g., headlamps that provide equivalent forward visibility as characterized here can result in different levels of disability or discomfort glare). The findings imply that advanced (dynamic) forward-lighting systems (AFS), if they can be made practical, might be of benefit in adjusting headlamp luminous intensity distributions in various situations to maximize visibility while controlling glare within acceptable limits. KW - Glare KW - Headlamp aim KW - Headlamp mounting height KW - Headlamps KW - High intensity discharge lamps KW - Optical systems KW - Photometry KW - Sensitivity analysis KW - Tungsten-halogen lamps KW - Visibility UR - http://ntl.bts.gov/lib/30000/30900/30958/811055_1_.pdf UR - https://trid.trb.org/view/886695 ER - TY - RPRT AN - 01125372 AU - Blower, Daniel AU - Matteson, Anne AU - University of Michigan Transportation Research Institute AU - Federal Motor Carrier Safety Administration TI - Evaluation of 2007 Arkansas Crash Data Reported to the MCMIS Crash File PY - 2008/12//Special Report SP - 39p AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the state of Arkansas. MCMIS Crash File records were matched to the Arkansas Crash file to determine the reporting rate and factors that affect the reporting rate. Only crashes with K, A, or B injuries could be evaluated directly for completeness of reporting. Within this group, 72.5 percent of reportable cases were reported. Two independent means were developed to estimate the overall reporting rate. These resulted in estimated overall reporting rates from 48 percent to 68 percent. Reporting rates were related to crash severity, with fatal involvements most likely to be reported, than less serious crash involvements. The involvements of large trucks were more likely to be reported than those of smaller trucks or buses. Reporting rates also varied by the type of investigation agency (state police, county sheriff, or city police). Missing data rates are low for most variables. Data on hazardous materials in the crash is only available from the supplemental form, and missing data is high for the hazmat materials name and the 4-digit hazmat class. KW - Arkansas KW - Crash data KW - Crash rates KW - Crash reports KW - Crash severity KW - Hazardous materials KW - Motor Carrier Management Information System Crash File KW - Motor carriers KW - Underreporting KW - Vehicle size UR - http://hdl.handle.net/2027.42/61929 UR - https://trid.trb.org/view/885762 ER - TY - RPRT AN - 01125370 AU - Woodrooffe, J F AU - Page, O AU - Blower, D AU - Green, P E AU - Virginia Polytechnic Institute and State University, Blacksburg AU - National Highway Traffic Safety Administration TI - Commercial Medium Tire Debris Study PY - 2008/12 SP - 236p AB - Trucking fleets and owners of commercial vehicles utilize both new and retread tires on their vehicles in the United States. Retread tires are used primarily for the cost advantage they provide over a similar new tire. Despite the advantages that retreaded tires may bring, public perception is that retread tires are less safe than new tires as evidenced by the amount of tire debris frequently found on the sides of U.S. Interstate highways. During summer 2007, the University of Michigan Transportation Research Institute (UMTRI) under a subcontract from Virginia Tech Transportation Institute (VTTI) collected and studied truck tire debris and discarded tire casings from five sites in the United States. A random sample (totaling 1,496 items) of the tire debris/casings collected was analyzed to determine the probable cause of failure and its original equipment or retread status. This report presents the methodology and results from this investigation into the underlying causes of truck tire failures and gives an overview of the crash safety problem associated with heavy-truck tire failures. Also, background information on the manufacture of a truck tire, the truck tire retread industry, tire failure modes, industry stakeholder perspectives, an overview of other previous tire debris studies, conclusions, and recommendations for topics for further research are given. KW - Commercial vehicles KW - Debris KW - Failure KW - Retreaded tires KW - Tire treads KW - Tires KW - Trucking safety KW - Trucks UR - http://hdl.handle.net/2027.42/61517 UR - https://trid.trb.org/view/885765 ER - TY - RPRT AN - 01124738 AU - Chehab, Ghassan R AU - Medeiros, Marcelo AU - Solaimanian, Mansour AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Evaluation of Bond Performance of FastTack® Emulsion for Tack Coat Applications PY - 2008/12//Final Report SP - 46p AB - The purpose of this study was to evaluate the bond performance of FastTack® relative to that of AET through a host of laboratory tests. FastTack® is a proprietary, rapid-setting emulsion used as a bituminous tack coat for pavement applications. The product, produced by Whitaker Roads Corporation, is touted to exhibit a very fast set time feature that distinguishes it from regular rapid-setting emulsions. This is achieved by the introduction of certain additives, a process referred to as Colnet®. The rapid set time is beneficial for fast-track paving projects and hence could prove to be highly cost effective. However, the adoption of FastTack® as an approved replacement to typical tack coats used by PennDOT is contingent on it exhibiting bond characteristics similar to those exhibited by other rapid-setting emulsions such as AET. KW - Adhesion KW - Bituminous materials KW - Bond strength (Materials) KW - Cost effectiveness KW - Laboratory tests KW - Rapid set materials KW - Tack coats UR - https://trid.trb.org/view/886048 ER - TY - RPRT AN - 01124331 AU - Trejo, David AU - Hite, Monique C AU - Mander, John B AU - Mander, Thomas AU - Henley, Mathew AU - Scott, Reece AU - Ley, Tyler AU - Patil, Siddharth AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Development of a Precast Bridge Deck Overhang System for the Rock Creek Bridge PY - 2008/12//Technical Report SP - 132p AB - Precast, prestressed panels are commonly used at interior beams for bridges in Texas. The use of these panels provides ease of construction, sufficient capacity, and good economy for the construction of bridges in Texas. Current practice for the overhang deck sections requires that formwork be constructed. The cost of constructing the bridge overhang is significantly higher than that of the interior sections where precast panels are used. The development of a precast overhang system has the potential to improve economy and safety in bridge construction. This research investigated the overhang and shear capacity of a precast overhang system for potential use in the Rock Creek Bridge in Parker County, Texas. Grout material characteristics for the haunch and constructability issues were also addressed. Results indicate that the capacity of the precast overhang system is sufficient to carry factored AASHTO loads with no or very limited cracking. Results from the shear study indicate that the shear capacity of threaded rods and threaded rods with couplers is lower than the conventional R-bar system. However, modifications of the initial design and layout for the end panels should provide sufficient capacity. A commercial grout has been identified for use in the haunch zone. A recommendation for the haunch form system for use on the bridge is also provided. KW - Bridge decks KW - Bridges KW - Construction KW - Grout KW - Overhangs KW - Precast concrete KW - Prefabricated structures KW - Prestressed concrete KW - Shear capacity KW - Texas UR - http://tti.tamu.edu/documents/0-6100-2.pdf UR - https://trid.trb.org/view/885755 ER - TY - RPRT AN - 01124329 AU - Brydia, Robert E AU - Mattingly, Stephen P AU - Sattler, Melanie L AU - Upayokin, Auttawit AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Operations-Oriented Performance Measures for Freeway Management Systems: Final Report PY - 2008/12//Technical Report SP - 98p AB - This report describes the second and final year activities of the project titled “Using Operations-Oriented Performance Measures to Support Freeway Management Systems.” Work activities included developing a prototype system architecture for testing the use of performance measures in real-time. Outputs from this effort included operator’s screens, a prototype database, and a concept of operations for using the real-time measures. Additional work showcased the application of a multi-criterion screening approach to the selection of competing performance measures. KW - Databases KW - Freeway management systems KW - Freeway operations KW - Performance measurement KW - Prototypes KW - Real time information KW - System architecture UR - http://tti.tamu.edu/documents/0-5292-2.pdf UR - https://trid.trb.org/view/885779 ER - TY - RPRT AN - 01124313 AU - Sperry, Robert AU - Latterell, Jack AU - McDonald, Thomas J AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Best Practices for Low-Cost Safety Improvements on Iowa’s Local Roads PY - 2008/12 SP - 109p AB - Many good maintenance practices are done routinely to ensure safe travel on low-volume local roads. In addition, there are many specific treatments that may go beyond the point of routine maintenance and in fact provide additional safety benefits with a relatively low price tag. The purpose of this publication is to try to assemble many of these treatments that are currently practiced in Iowa by local agencies into one, easy-to-reference handbook that not only provides some clarity to each treatment with photos and narrative, but also features references to agencies currently using that technique. Some strategies that are utilized by Iowa, other states, and are topics of research have also been included to allow the user more information about possible options. Even though some areas overlap, the strategies presented have been grouped together in the following areas: Signing and Delineation, Traffic "Calming," Pavement Marking and Rumble Strips/Stripes, Roadside and Clear Zone, Guardrail and Barriers, Lighting, Pavements and Shoulders, Intersections, Railroad Crossings, Bridges and Culverts, and Miscellaneous. The intention is to make this a “living” document, which will continue to be updated and expanded periodically as other existing practices are recognized or new practices come into being. KW - Barriers (Roads) KW - Best practices KW - Bridges and culverts KW - Clear zones KW - Flashing beacons KW - Guardrails KW - Handbooks KW - Highway safety KW - Improvements KW - Intersections KW - Iowa KW - Lighting KW - Low volume roads KW - Maintenance practices KW - Pavements KW - Railroad grade crossings KW - Road markings KW - Road shoulders KW - Rumble strips KW - Traffic calming KW - Traffic signs UR - http://www.ctre.iastate.edu/reports/low-cost-safety-practices.pdf UR - http://www.intrans.iastate.edu/reports/low-cost-safety-practices.pdf UR - https://trid.trb.org/view/885605 ER - TY - RPRT AN - 01124312 AU - Shuler, Scott AU - Schmidt, Christopher AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of Various HMA Rehabilitation Strategies PY - 2008/12//Final Report SP - 140p AB - This study evaluates the performance of eight hot mix asphalt (HMA) rehabilitation strategies utilized by the Colorado Department of Transportation (CDOT). The rehabilitation strategies are: 2 to 4-inch overlay without pretreatment; cold planing and overlay; stone matrix asphalt overlay; full-depth reclamation and overlay; heater scarification and overlay; heater remix and overlay; heater repaving and overlay; and cold-in-place recycling and overlay. Performance was evaluated with respect to six independent variables: (1) Performance Grade (PG) binder temperature range, (2) traffic volume, (3) highway classification, (4) maximum aggregate size, (5) CDOT region, and (6) climate. Data analyzed in the study were obtained from the CDOT Pavement Management System Program. Results of this analysis indicate that the cold planing and overlay strategy outperforms the other rehabilitation methods with 2 to 4-inch overlays performing second best. The heater scarification and overlay strategy performed poorest of the eight strategies. The average time required for these pavements to reach the pre-rehabilitation condition was from six to fourteen years based on a linear regression model. However, this model may overestimate rehabilitation life span since it is likely that a linear relationship is not valid for the entire rehabilitation strategy life cycle. Pavements were rehabilitated before reaching the zero service life threshold except when fatigue cracking was present. In the case of fatigue cracking, four rehabilitation strategies studied exceeded the zero service life threshold. This indicates that rehabilitation would have been warranted earlier in the life of these pavements. As a result, the expected life of the rehabilitation strategies utilized on these pavements may be shorter than could be expected had rehabilitation been done before distress reached this high level. This may explain why the heater scarification and overlay strategy performed poorer than other techniques since fatigue distress prior to rehabilitation on these projects exceeded the zero remaining service life threshold by nearly 20%. Continued transfer of pavement performance data from the CDOT Pavement Management System Program database is recommended to strengthen the validity of the data analysis. KW - Aggregate gradation KW - Bituminous binders KW - Climate KW - Cold in-place recycling KW - Full-depth reclamation KW - Highway classification KW - Hot mix asphalt KW - Life cycle analysis KW - Nominal maximum aggregate size KW - Overlays (Pavements) KW - Pavement cracking KW - Pavement management systems KW - Pavement performance KW - Planing KW - Regional analysis KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Scarification KW - Service life KW - Stone matrix asphalt KW - Traffic volume UR - http://www.dot.state.co.us/publications/PDFFiles/hmarehab.pdf UR - https://trid.trb.org/view/885623 ER - TY - RPRT AN - 01124209 AU - Monsere, Christopher M AU - Bertini, Robert Lawrence AU - Ahn, Soyoung AU - Eshel, Oren AU - Portland State University AU - Oregon Department of Transportation AU - Oregon Transportation Research and Education Consortium AU - Federal Highway Administration TI - Using Archived ITS Data to Measure Operational Benefits of a System-Wide Adaptive Ramp Metering (SWARM) System PY - 2008/12//Final Report SP - 132p AB - A System-Wide Adaptive Ramp Metering (SWARM) system has been implemented in the Portland, Oregon metropolitan area, replacing the previous pre-timed ramp-metering system that had been in operation since 1981. SWARM has been deployed on six major corridors and operates during the morning and afternoon peak hours. This report presents results of a “before” and “after” evaluation of the performance of two freeway corridors as part of ongoing efforts to measure the benefits of the new SWARM system, as compared to the pre-timed system. The study benefited from using the existing regional data, surveillance and communications infrastructure in addition to a regional data archive system. The evaluation revealed that the operation of the SWARM system, as currently configured in the Portland metropolitan region, produced mixed results when comparing the selected performance metrics to pre-timed operation. For the I-205 corridor, the results were generally positive. In the morning peak period, SWARM operation resulted in an 18.1% decrease in mainline delay and decreased variability in the delay. For the afternoon peak period, improvements were also found (a 7.9 % decrease in mainline delay) with the exception of moderately congested days which saw an 4.7% increase in mainline delay. On the OR-217, however, significant increases were found in overall average delay. In the morning peak period, delay increased 34.9% while in the afternoon period delay increased 55.0%. These conclusions, however, must be tempered because of lack of ramp demand data. If an assumption is made that ramp demand changes correspond with the measured freeway VMT changes, it is likely that ramp delay decreased under SWARM operation (i.e. more vehicles were allowed on the freeway which would equate to lower delay for vehicles on the ramps). Another important finding of this evaluation was that implementation of the SWARM algorithm resulted in significantly more data communication failures in the traffic management system. While this outcome is specific to the Oregon Department of Transportation (ODOT) communication infrastructure and hardware, it was not anticipated. These communication failures have the potential to impact other traveler information programs that depend on the freeway surveillance data as well as the SWARM algorithm. Finally, one of the intentions of this research project was to encourage ongoing evaluation and continuous improvement of the ramp metering system and, in general, the overall freeway management system. It is clear from the analysis that meter activation times and rates are necessary to evaluate system performance. Incorporating additional logging capabilities into the SWARM system would make it easier to evaluate system operations on an on-going automated basis. KW - Before and after studies KW - Data banks KW - Data communication failures KW - Freeway management systems KW - Highway corridors KW - Peak hour traffic KW - Portland Metropolitan Area (Oregon) KW - Ramp metering KW - Systemwide adaptive ramp metering KW - Traffic delays KW - Travel demand KW - Vehicle miles of travel UR - http://www.otrec.us/main/document.php?doc_id=976 UR - https://trid.trb.org/view/885567 ER - TY - RPRT AN - 01123421 AU - Price, Richard L AU - Puckett, Jay A AU - Barker, Michael G AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Federal Highway Administration TI - Use of Wind Power Maps to Establish Fatigue Design Criteria for Traffic Signal and High-Mast Structures PY - 2008/12 SP - 104p AB - Recent design requirements for traffic signal and sign structures incorporated fatigue load criteria related to wind that are producing significant increases in size and cost. The Fourth Edition of the AASHTO Luminaire and Traffic Signal Specification (2002 with interims) is a significant change to past practice and often results in much larger and more costly structures. The revised specification applies conservative principles (envelope wind demands and infinite fatigue life) for design at increased cost even for those regions not adversely affected by wind-induced fatigue. The states that do not have steady, sustained winds and have not experienced significant fatigue failures have concerns with the larger and more costly structures. A rationale basis for lowering the fatigue design loads may be appropriate. This study compares fatigue failures with respect to wind power (expressed as a function of average wind velocity). Inspection reports for approximate 2500 cantilevered traffic structures and 700 high-mast luminaires were collected and analyzed for suspected fatigue cracking. Each structure was located spatially and the associated wind power classification for that location was noted. (Wind power classifications are used to site wind generators.) This paper is limited to traffic signal structures. The inspected structures were classified as cracked or non-cracked and then categorized by their wind power classification and ambient average wind velocity. The probability of a structure having fatigue cracks increases with greater wind power classifications. Structure orientation, pole diameter, mast-arm length, in-service age, along with other details were also studied for their roles in in-service fatigue performance. Structures in low wind power classes have a lower probability of having fatigue developing cracks. The converse is true. KW - Aerodynamic force KW - Cracking KW - Fatigue (Mechanics) KW - High mast lighting KW - High mast signal structures KW - Poles (Supports) KW - Structural design KW - Traffic signals KW - Wind resistant design UR - http://www.mountain-plains.org/pubs/pdf/MPC08-207.pdf UR - https://trid.trb.org/view/884416 ER - TY - RPRT AN - 01123022 AU - Kramer, Steven L AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Evaluation of Liquefaction Hazards in Washington State PY - 2008/12//Final Research Report SP - 329p AB - This report describes the results of a detailed investigation of improved procedures for evaluation of liquefaction hazards in Washington State, and describes the development and use of a computer program, WSliq, that allows rapid and convenient performance of improved analyses. The report introduces performance-based earthquake engineering (PBEE) concepts to liquefaction hazard evaluation. PBEE procedures have been developed and implemented for evaluation of liquefaction potential, lateral spreading displacement, and post-liquefaction settlement. A new model for estimation of the residual strength of liquefied soil was also developed. The WSliq code was developed to have broad capabilities for evaluation of liquefaction susceptibility, liquefaction potential, and the effects of liquefaction. It provides new methods for dealing with the magnitude-dependence inherent in current procedures, and makes the common “magnitude selection” problem moot via a new multiple-scenario approach and through the use of PBEE procedures. KW - Computer programs KW - Earthquake engineering KW - Ground settlement KW - Hazard evaluation KW - Lateral spreading (Soil foundations) KW - Liquefaction KW - Liquefied soils KW - Performance analysis KW - Residual strength KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/668.1.pdf UR - https://trid.trb.org/view/884758 ER - TY - RPRT AN - 01123012 AU - Carson, Jodi L AU - Texas Transportation Institute AU - Federal Highway Administration TI - Traffic Incident Management Quick Clearance Laws: A National Review of Best Practices PY - 2008/12//Technical Report SP - 57p AB - Constituting “Quick Clearance Laws”, three types of general legislation – Move Over, Driver Removal, and Authority Removal laws - support concurrent Quick Clearance operations intended to enhance motorist and responder safety, as well as reduce congestion and delay. Although a number of States currently have one or more of these laws in place, observed variability in the existence, wording, and coverage of Quick Clearance Laws challenges further implementation. The intent of this investigation was to better support Quick Clearance Law implementation efforts by better preparing States to respond to questions regarding the necessity of Quick Clearance legislation and identifying examples from existing State Move Over, Driver Removal, and Authority Removal legislation that serve to both support and challenge successful incident management operations. Through this investigation, carefully crafted statutory content and language that best support Quick Clearance objectives, and agency/industry partnerships that provide demonstrated, united support for safe, Quick Clearance objectives and related legislation were observed to be key factors supporting implementation of Quick Clearance Laws. This report includes: (1) a description of the role and relevance of Quick Clearance Laws in the broader traffic incident management context; (2) a detailed review of the purpose and intent, model language, observed content trends and anomalies, and implementation challenges and resolutions for Move Over, Driver Removal, and Authority Removal laws including specific examples from State legislation; and (3) concluding remarks and proposed strategies for implementation, including beneficial synergy resulting from combined Quick Clearance Laws implementation. KW - Best practices KW - Clearance time (Traffic incidents) KW - Implementation KW - Incident management KW - State laws KW - Strategic planning KW - Traffic congestion KW - Traffic delays KW - Traffic incident clearance KW - Traffic incidents KW - Traffic safety UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09005/quick_clear_laws.pdf UR - http://ntl.bts.gov/lib/30000/30800/30818/quick_clear_laws.pdf UR - https://trid.trb.org/view/884743 ER - TY - RPRT AN - 01123008 AU - Fratta, Dante AU - Pincheira, Jose A AU - Kim, Kyu-Sun AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Fiberglass Wrapped Concrete Bridge Columns PY - 2008/12//Final Report SP - 114p AB - The main purpose of this project was to assess the effectiveness of fiberglass wrappings in reducing the corrosion degradation rate of concrete bridge columns. To evaluate the effectiveness of the technique, the research team used both nondestructive and destructive test methods. The results of the study show that the wrappings, while protecting the columns from further ingress of chloride ions, do not help deter corrosion activity when it is already present. Recommendations for the future use of fiber wraps, complemented with other remediation techniques and maintenance practices, are provided. KW - Bridge substructures KW - Chlorides KW - Columns KW - Corrosion KW - Corrosion protection KW - Destructive tests KW - External wraps (Concrete columns) KW - Fiberglass KW - Jacketing (Strengthening) KW - Maintenance practices KW - Nondestructive tests KW - Reinforced concrete UR - http://minds.wisconsin.edu/bitstream/handle/1793/53077/Final%25200092-07-07.pdf UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-07wrappedbridgecolumns-f.pdf UR - https://trid.trb.org/view/884750 ER - TY - RPRT AN - 01123005 AU - Foley, Christopher M AU - Wan, Baolin AU - Weglarz, Mathew AU - Hellenthal, Matthew AU - Komp, Jordan AU - Smith, Andrew AU - Schmidt, Joseph P AU - Marquette University AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Fatigue Risks in the Connections of Sign Support Structures: Phase 1 PY - 2008/12//Final Report SP - 214p AB - Wisconsin sought to assess the risk of fatigue-induced fracture in its existing sign support structures designed before the latest AASHTO specifications that included fatigue design. A framework for assessing fatigue-induced fracture risk is developed and detailed synthesis of fatigue testing of connections is conducted. Statistical analysis of tests conducted since 1970 is made and models for characterizing uncertainty in the fatigue life of these connections are proposed. Recommendations regarding further fatigue testing (specimen configuration, number and stress range) are given. Statistical models for wind speed and direction are developed using historical records obtained through the National Climatic Data Center for eight cities within the state of Wisconsin. Nonlinear finite element analysis of a typical mast-arm-to-plate connection with octagonal mast arm is conducted using various configurations of bolt pretension. Recommendations regarding the impact of loose bolts on the distribution of normal stress within octagonal mast arms are provided and comparison to AASHTO design specification procedures is made. KW - Bolts KW - Cracking KW - Fatigue (Mechanics) KW - Fatigue life KW - Fatigue tests KW - Finite element method KW - Mast arm connections KW - Mathematical models KW - Pretensioning KW - Sign supports KW - Specifications KW - Statistical analysis KW - Structural connection KW - Uncertainty KW - Wind KW - Wind direction KW - Wind speed KW - Wisconsin UR - http://minds.wisconsin.edu/bitstream/handle/1793/53081/Final_08_14_Phase_1.pdf UR - https://trid.trb.org/view/884753 ER - TY - RPRT AN - 01122994 AU - Renault, John W AU - Sime, James M AU - Romano, Frank J AU - Connecticut Department of Transportation AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Continued Evaluation of Nickel Cadmium Battery-Electric Subcompact Automobile in Connecticut as an Alternative for Work-trips and Commutes PY - 2008/12//Final Report SP - 89p AB - This research report presents the Connecticut Department of Transportation’s (ConnDOT’s) evaluation of preproduction prototype nickel-cadmium (NiCd) battery-powered electric vehicles (BEVs) as an alternative-fuel (alt-fuel) option for local trips averaging less than 70 miles. If feasible as an alt-fuel vehicle, the BEV could be used to help lower overall energy consumption, reduce greenhouse gases (GHGs) and reduce dependence on foreign oil. This report was intended to highlight the findings of the study as well as illustrate some of the problems associated with current BEV technology. ConnDOT partnered with The Rideshare Company of Greater Hartford (Rideshare) to retrofit three subcompact BEVs with nickel-cadmium (NiCd) batteries to conduct the two-phase study. The vehicles used were 1995 General Motors Geo Metro(s) retrofitted by the Solectria Corporation. For Phase 2, thin-film photovoltaic laminates were integrated in the NiCd BEVs in order to provide power to offset the small power losses experienced while parked and unplugged. The study accumulated data from more than 550 individual trips, spanning a distance of nearly 35,000 miles over an eight year period. While researchers were able to attain the 70 mile range in Phase 1, they were unable to replicate the results in Phase 2, as the nominal range of the retrofitted vehicles was approximately 57 miles. KW - Connecticut KW - Electric vehicles KW - Energy consumption KW - Field tests KW - Greenhouse gases KW - Nickel cadmium batteries KW - Photovoltaic laminates KW - Prototypes KW - Subcompact automobiles KW - Technology assessment UR - http://www.ct.gov/dot/LIB/dot/documents/dresearch/CT-2223-F-08-8.pdf UR - http://ntl.bts.gov/lib/30000/30700/30778/CT-2223-F-08-8.pdf UR - https://trid.trb.org/view/884669 ER - TY - RPRT AN - 01122990 AU - Lownes, Nicholas E AU - Zofka, Adam AU - University of Connecticut, Storrs AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Applying Transportation Asset Management in Connecticut PY - 2008/12//Final Report SP - 66p AB - The study consists primarily of a detailed review of those states that utilize transportation asset management (TAM) systems that may be applicable for Connecticut’s consideration, and includes as well the identification of a comprehensive pavement life-cycle analysis tool. The primary conclusion of this study is that, across the United States, states are finding the shift to TAM Systems worthwhile and productive as they are steadily seeing the condition of their assets improve and their resource allocation decisions galvanizing around an increasingly coherent vision for their transportation infrastructure. The findings indicate that the Connecticut Department of Transportation (ConnDOT) should consider utilizing five concepts (Clarity, Communication, Champion, Consistency, and Comprehensive), the 5Cs, as a strategy for TAM implementation. The 5Cs provide a focus for ConnDOT’s development of a sustainable TAM program to guide the state’s investment in the acquisition, construction, repair, and preservation of the state’s transportation assets. KW - Asset management KW - Case studies KW - Connecticut KW - Connecticut Department of Transportation KW - Implementation KW - Life cycle analysis KW - Strategic planning KW - Transportation infrastructure UR - http://ntl.bts.gov/lib/30000/30700/30781/CT-2258-F-08-9.pdf UR - https://trid.trb.org/view/884640 ER - TY - RPRT AN - 01122978 AU - Environmental Protection Agency AU - Federal Highway Administration AU - Federal Transit Administration TI - Guidance for the Use of Latest Planning Assumptions in Transportation Conformity Determinations: Revision to January 18, 2001 Guidance Memorandum PY - 2008/12 SP - 23p AB - The Clean Air Act requires that transportation investments be based on the most recent information that is available in order to protect public health over the long-term. As such, conformity determinations must be based upon the most recent planning assumptions in force at the time the conformity analysis begins (40 CFR 93.110(a)). The Environmental Protection Agency (EPA) and Department of Transportation (DOT) encourage state and local agencies to review and update their planning assumptions regularly. Areas are strongly encouraged to review and update planning assumptions at least every five years, especially population, employment, and vehicle registration assumptions. Areas with network-based travel models should review their assumptions and data used in model validation through the consultation process, and newer assumptions and data must be used whenever available. Conformity determinations that are based on assumptions that are older than five years should include written justification for not reviewing and updating assumptions at least every five years. For areas where updates are appropriate, the conformity determination should include an anticipated schedule for updating assumptions for future conformity determinations. Air quality and transportation agencies should use the consultation process to ensure that the latest available planning assumptions are used in conformity determinations and state implementation plan (SIP) development. KW - Air quality KW - Clean Air Act KW - Conformity KW - Employment KW - Population KW - Registrations KW - State implementation plans KW - Transportation departments KW - Transportation planning KW - Travel demand UR - http://www.fhwa.dot.gov/environment/conformity/lpa_guid08.pdf UR - https://trid.trb.org/view/884564 ER - TY - RPRT AN - 01122953 AU - Battaglia, Irene K AU - Whited, Gary AU - Swank, Ryan AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Eclipse® Shrinkage Reducing Admixture Product Evaluation PY - 2008/12//Final Report SP - 18p AB - The use of Eclipse® Shrinkage Reducing Admixture was investigated in this study in concrete mixtures for bridge deck parapets. Based upon in-service performance results, Eclipse® reduced concrete shrinkage cracking in both the short and long term. Many shrinkage cracks that extended the full height of the parapet were noted in control sections, while only three such cracks were recorded in the Eclipse® test section. Laboratory test results indicated that Eclipse® concrete had approximately 14 percent less length change due to shrinkage at 56 days. There was little difference in compressive strength between mixes with and without Eclipse®. Problems were encountered achieving air void levels in the concrete at the batch plant. The air content for the constructed Eclipse® test section was 5.4 percent, on the lower side of the 6.0 ± 1.5 percent target. Two subsequent batches were discarded due to inability to achieve acceptable air contents in the concrete when the Eclipse® product was incorporated into the mix. Because of this difficulty, several other planned test sections were abandoned. Due to its tendencies to destabilize air void contents in the concrete mix, Eclipse® Shrinkage Reducing Admixture is not recommended for use in reduction of shrinkage cracking in Wisconsin Department of Transportation concrete construction. KW - Admixtures KW - Air voids KW - Compressive strength KW - Concrete KW - Field tests KW - Laboratory tests KW - New products KW - Parapets KW - Product evaluation KW - Shrinkage cracking KW - Shrinkage reducing admixtures UR - http://wisdotresearch.wi.gov/wp-content/uploads/fep-01-08eclipse.pdf UR - https://trid.trb.org/view/884555 ER - TY - RPRT AN - 01122951 AU - Hernandez, Bruce AU - Behavior Research Center, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Restraint Use (Seat Belt and Child Passenger Seat) Survey PY - 2008/12//Final Report SP - 34p AB - In Arizona, lack of restraint usage (seat belts and child passenger seats) was a contributing factor to an average of 687 fatalities per year which is nearly 60% of total fatalities. These tragic statistics could be dramatically decreased if effective strategies and educational messages encouraged more people to buckle up. Due to the great opportunity to save lives, increasing restraint usage has been identified as one of five key emphasis areas of Arizona’s Strategic Highway Safety Plan. Arizona has seen a restraint usage rate of approximately 80% for the last several years as reported through the annual National Occupant Protection Use Survey (NOPUS). Although there is a good understanding of the reported seat belt usage, there is not a good understanding of who is not using seat belts and why. To develop effective strategies and education messages to improve seat belt usage, there needs to be a better understanding of these factors. The objectives of this research were to 1) conduct a survey to identify why (or why not) people in Arizona use seat belts and 2) develop criteria and provide recommendations on the most effective means to get drivers to buckle up. KW - Arizona KW - Child restraint systems KW - Fatalities KW - National Occupant Protection Use Survey KW - Recommendations KW - Seat belt use KW - Seat belts KW - Strategic planning KW - Surveys KW - Traffic safety education UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ670.pdf UR - https://trid.trb.org/view/884435 ER - TY - RPRT AN - 01122949 AU - Finley, Melisa D AU - Theiss, LuAnn AU - Trout, Nada D AU - Ullman, Gerald L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Studies to Improve the Management of Regulatory Speed Limits in Texas Work Zones PY - 2008/12//Technical Report SP - 172p AB - This report describes the methodology and results of analyses performed to (1) improve existing procedures on establishing and managing work zone speed limits, and (2) evaluate new technologies and strategies that can be used to better manage work zone speed limits. Field studies indicated that motorists reduce their speed adjacent to most of the work zone conditions currently used in Texas to justify reduced work zone speed limits; however, the amount of the speed reduction is dependent upon the normal non-work zone operating speed of the roadway. Based on the field study findings, researchers recommended a 5 mph maximum speed reduction for shoulder activity and lane encroachment conditions. A 10 mph maximum speed reduction is still warranted for lane closures and temporary diversions. Speed limit reductions should be discouraged on roadways with existing speed limits less than 65 mph for all conditions except lane closures when workers are in a closed lane unprotected by barrier and only a single travel lane remains open. Short term work zone speed limits are reduced speed limits that are posted only when work activity is present. When the work activity is not present, the short term work zone speed limit signs should be removed or covered; thereby allowing the legal speed limit for that segment to revert back to the normal non-work zone speed limit. The major challenge with short term work zone speed limits is the daily install/remove or uncover/cover process. Field studies and motorist surveys verified that electronic speed limit (ESL) signs and static flexible roll-up work zone speed limit signs are easily implemented, effective at reducing speeds, and understood by motorists. Based on these results, researchers recommended the use of ESL signs and static flexible roll-up work zone speed limit signs. Additional findings from all of the studies and detailed recommendations are discussed in the report. KW - Electronic speed limit signs KW - Field studies KW - Recommendations KW - Roll-up signs KW - Speed control KW - Speed limits KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-5561-1.pdf UR - https://trid.trb.org/view/884543 ER - TY - RPRT AN - 01122659 AU - Austin, Rory AU - O'Neil, Morrie AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Nontraffic Crash Database User's Manual PY - 2008/12 SP - 20p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the nontraffic crash database using police reports and other sources obtained through the Fatality Analysis Reporting System and National Automotive Sampling System data collection infrastructures in 2007. The database contains 19 variables that describe the crash, vehicles, and persons involved in nontraffic crashes. The database also contains an adjustment factor to produce national estimates of the number of injuries and fatalities that occur in nontraffic crashes. This database was used for the Report to Congress, “Fatalities and Injuries in Motor Vehicle Backing Crashes.” The nontraffic crash database is available as a SAS and Microsoft Excel file. KW - Backing (Driving) KW - Computer program documentation KW - Databases KW - Driveways KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Microsoft Excel (Software) KW - National Automotive Sampling System KW - Nontraffic accidents KW - Not-in-Traffic Surveillance System KW - Parking facilities KW - Private roads UR - http://www-nrd.nhtsa.dot.gov/Pubs/811064.pdf UR - https://trid.trb.org/view/884352 ER - TY - RPRT AN - 01122658 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Noncrash Fatality Database User's Manual PY - 2008/12 SP - 16p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the noncrash fatality database using a special death certificate file containing information on all accidental deaths that occurred in 2003 and 2004. The file was provided by the Centers for Disease Control’s National Vital Statistics System. More than half of the noncrash fatalities occurred when a vehicle fell on a person who was usually working under it or from unintentional carbon monoxide poisoning. Other frequent categories included falls from vehicles, vehicle fires, struck by an object while in a vehicle or by a part of vehicle such as a door, and hyperthermia inside the vehicle. This document also describes the noncrash fatality database, which is available as a Microsoft Excel file. KW - Computer program documentation KW - Databases KW - Fatalities KW - Microsoft Excel (Software) KW - Noncrash incidents KW - Not-in-Traffic Surveillance System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811065.pdf UR - https://trid.trb.org/view/884350 ER - TY - RPRT AN - 01122657 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Not-in-Traffic Surveillance (NiTS) System: NiTS 2007: Noncrash Injury Database User's Manual PY - 2008/12 SP - 20p AB - The Not-in-Traffic Surveillance (NiTS) system is a virtual data collection system designed to provide counts and details regarding fatalities and injuries that occur in nontraffic crashes and in noncrash incidents. The NiTS 2007 system provided information about an estimated 1,159 fatalities and 98,000 injuries that occurred in nontraffic crashes on private roads, on driveways and in parking facilities. The NiTS 2007 system also provided information about an annual average of 588 fatalities and 743,000 injuries in noncrash incidents that occurred inside of or otherwise involved a passenger vehicle. This document describes the creation of the noncrash injury database using a special file of medical records containing information on a statistical sample of injuries seen in emergency departments in 2003 through 2006. The file was provided by the Consumer Product Safety Commission’s National Electronic Injury Surveillance System All Injury Program. Frequent types of noncrash injury incidents included injuries while entering or exiting vehicles (boarding or alighting), injuries from closing doors, overexertion while unloading cargo from a vehicle or pushing a disabled vehicle, cuts from parts of the vehicle, striking a vehicle or struck by a part of the vehicle, falls from or against vehicles, incidents involving jacks or hoists, and radiator or antifreeze burns. This document also describes the noncrash injury database, which is available as a Microsoft Excel file. KW - Computer program documentation KW - Databases KW - Injuries KW - Microsoft Excel (Software) KW - Noncrash incidents KW - Not-in-Traffic Surveillance System UR - http://www-nrd.nhtsa.dot.gov/Pubs/811066.pdf UR - https://trid.trb.org/view/884351 ER - TY - RPRT AN - 01122655 AU - Pullen-Seufert, Nancy C AU - Hall, William L AU - University of North Carolina, Chapel Hill AU - National Highway Traffic Safety Administration TI - The Art of Appropriate Evaluation: A Guide for Highway Safety Program Managers PY - 2008/12 SP - 80p AB - The guide, updated from its original release in 1999, is intended for project managers who will oversee the evaluation of traffic safety programs. It describes the benefits of evaluation and provides an overview of the steps involved. The guide includes case examples to illustrate the described concepts and discusses what to look for when hiring a professional evaluator for large or complex evaluations. KW - Case studies KW - Evaluation KW - Guidelines KW - Highway safety KW - Safety programs KW - Traffic safety UR - http://www.nhtsa.dot.gov/people/injury/research/ArtofAppEvWeb/images/ArtofAppEvalCOLOR.pdf UR - http://www.nhtsa.dot.gov/people/injury/research/ArtofAppEvWeb/index.htm UR - http://ntl.bts.gov/lib/30000/30500/30513/811061.pdf UR - https://trid.trb.org/view/884354 ER - TY - RPRT AN - 01122650 AU - Boyle, John M AU - Lampkin, Cheryl AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey. Volume 4: Crash Injury and Emergency Medical Services Report PY - 2008/12 SP - 80p AB - The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 6,000 persons 16 or older. Interviewing began January 9, 2007, and ended April 30, 2007. This report presents the survey findings pertaining to crash injury and emergency medical services, including trend data. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report (“2007 Motor Vehicle Occupant Safety Survey. Volume 1. Methodology Report”). About one-in-four persons 16 and older (26%) reported having been injured in a vehicle crash where they required medical attention. Fifteen percent of the total population, 16 and older, has received injuries from motor vehicle crashes severe enough to prevent them from performing some of their normal activities for at least a week. Persons not wearing seat belts at the time of the (most recent) crash were much more likely to be hospitalized from the crash-related injuries compared to those wearing seat belts. The proportion of drivers who have a wireless phone with them when they drive has continued to increase, reaching 81% in 2007. About one-in-three carriers of wireless phones (33%) reported talking on the phone while driving during half or more of their trips. Most people (69%) believed that if there was a medical emergency in the neighborhood and an ambulance was called, it would arrive within 10 minutes. Most were confident the responders would know what to do. KW - Cellular telephones KW - Crash injuries KW - Emergency medical services KW - Hospitalization KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Questionnaires KW - Seat belts KW - Surveys UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810977.pdf UR - http://ntl.bts.gov/lib/30000/30500/30533/810977.pdf UR - https://trid.trb.org/view/884355 ER - TY - RPRT AN - 01122648 AU - van de Lindt, John W AU - Stone, Alexander J AU - Chen, Suren AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Development of Steel Design Details and Selection Criteria for Cost-Effective and Innovative Steel Bridges in Colorado PY - 2008/12//Final Report SP - 167p AB - In recent years, prestressed concrete bridges have dominated the bridge type selection processes in Colorado. This can be attributed to a lack of steel mills combined with a strong presence of precast fabricators in the region. In addition, a lack of readily available economical and innovative procedures to design and construct steel bridges has hindered the industry in certain areas such as Colorado. During this research it was identified that designing steel girders as simply supported for the non composite dead loads and continuous for composite dead loads and live loads would provide economy. A preliminary girder selection software was created using this design procedure. The software takes user inputted data, such as span length, width, number of girders along with various other design inputs, and displays the lightest wide flange beam size that would support the loads using AASHTO Load and Resistance Factor Design (LRFD) Specifications. Using the girder selection software, design charts and tables were created to outline structural steel weight to span length and number of girders. The design charts will aid the bridge type selection process by giving designers an accurate measurement of minimum steel requirements for numerous one, two, and three span steel bridges. This research has provided the Colorado Department of Transportation (CDOT) and others who will use the software or design charts a tool that will facilitate the construction of innovative steel girder bridges. KW - Colorado KW - Cost effectiveness KW - Design charts KW - Girders KW - Load and resistance factor design KW - Software KW - Steel bridges KW - Steel girders KW - Structural steel UR - http://www.dot.state.co.us/Publications/PDFFiles/steelbridges.pdf UR - https://trid.trb.org/view/884303 ER - TY - RPRT AN - 01122641 AU - Klop, Jeremy AU - Guderian, Erik AU - Fehr & Peers AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Linking of Mobility Performance Measures to Resource Allocation: Survey of State DOTs and MPOs PY - 2008/12//Final Report SP - 115p AB - The objective of this study is to provide a summary of the best practices of state departments of transportation and metropolitan planning organizations (MPOs) throughout the country regarding the linkage between mobility performance measures and resource allocation. The only mobility performance measure currently authorized for the Colorado Department of Transportation (CDOT) to denote congestion is volume to capacity (V/C) ratio. Currently, the V/C is used to identify the segments with V/C ratio of .85 and above which are considered congested. Because a universal policy linking mobility funding to performance measures among the agencies surveyed and interviewed was not identified, the research team recommends the following process in determining a resource allocation policy suitable to the needs of CDOT. The policy must address the following areas to be effective: (1) System Performance - One or more benchmark performance measures need to be determined as the best measures of mobility in Colorado for resource allocation. Based on the survey responses, agencies around the country set their mobility performance measure benchmarks on capacity-based performance measures (V/C ratio) or travel flow-based performance measures (travel time or travel speed). (2) Critical Deficiencies/Needs - Once the system performance benchmark measures have been established, critical locations within the roadway network that have mobility issues will be identified. (3) Prioritization - CDOT will be able to prioritize the critical locations identified in the previous step based on the severity of the problem and the volume of vehicles or people being served at each location. (4) Resource Allocation/Investment - Based on the annual mobility enhancement budget, the highest priority mobility projects will be funded and constructed based on need. (5) Measure Effectiveness/Return on Investment - It is important to conduct before/after studies at project implementation locations in order to quantify the return on investment for specific mobility enhancement projects. The findings from these studies, based on empirical data collected from performance measures, are critical to review in order to make better decisions about the prioritization list and resource funding. KW - Best practices KW - Colorado KW - Colorado Department of Transportation KW - Measures of effectiveness KW - Metropolitan planning organizations KW - Mobility KW - Performance measurement KW - Policy KW - Resource allocation KW - Return on investment KW - State departments of transportation KW - Strategic planning KW - Surveys KW - Traffic congestion KW - Volume to capacity ratio UR - http://www.dot.state.co.us/Publications/PDFFiles/resourceallocation.pdf UR - https://trid.trb.org/view/884304 ER - TY - RPRT AN - 01122624 AU - Zhou, Fujie AU - Scullion, Tom AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Mix Design, Construction, and Performance of a Thin HMA Overlay on Pumphrey Drive, Fort Worth, TX PY - 2008/12//Technical Report SP - 34p AB - A thin (1 in.–1.5 in.) hot-mix asphalt (HMA) overlay was constructed on Pumphrey Drive in Tarrant County, Fort Worth from July 30, 2007, to August 3, 2007. This report documents the mix design, construction, and field performance of this overlay project. Two Type F mixes were designed for this project following the new proposed balanced mix design procedure. These two mixes had the same original PG64-22 binder, aggregates, and gradation but different binder modifiers. One mix was modified with 7% crumb rubber and the other modified with 3% SBR latex. After construction, three visual site inspections on this thin overlay project were conducted on December 14, 2007, April 2, 2008, and July 30, 2008. The overall performance of this thin HMA overlay project is very good and has been considered successful by the Texas Department of Transportation and Tarrant County. Almost no rutting was observed on the main traffic lanes, except at a stop condition intersection on the south end of the project. Only a few transverse reflective cracks occurred on the ramps and a few longitudinal cracks occurred on the main traffic lanes. Additionally, the pavement still looks dark after 1 year of being subject to traffic and the sun’s UV rays. Some reflective cracking was seen at the on- and off-ramps and main traffic lanes but those cracks stayed mostly tightly closed and did not get worse since the first field visit on December 14, 2007. The early reflective cracking on the ramps was due to poor load transfer efficiency at the joints and on the main traffic lanes due to continual differential settlement of the foundation. The cracks were observed in the July 30 visit to be minimized from previous visits. Therefore, these thin overlays are not recommended to be used on any PCC pavements with poor load transfer efficiency (< 70%). Otherwise, the early reflective cracking will be a potential problem. KW - Bituminous overlays KW - Concrete pavements KW - Crumb rubber KW - Fort Worth (Texas) KW - Hot mix asphalt KW - Latex KW - Load transfer KW - Longitudinal cracking KW - Mix design KW - Pavement performance KW - Reflection cracking KW - Road construction KW - Rutting KW - Styrene butadiene rubber KW - Thin overlays UR - http://tti.tamu.edu/documents/5-5123-01-2.pdf UR - https://trid.trb.org/view/884271 ER - TY - RPRT AN - 01122622 AU - Michalopoulos, Panos G AU - Xin, Wuping AU - Hourdos, John AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Development of Real-Time Traffic Adaptive Crash Reduction Measures for the Westbound I-94/35W Commons Section PY - 2008/12//Final Report SP - 119p AB - Much research has been conducted in the development, implementation, and evaluation of innovative intelligent transportation system (ITS) technologies aiming to improve traffic operations and driving safety. An earlier project succeeded in supporting the hypothesis that certain traffic conditions are favorable to crashes and in developing real-time algorithms for the estimation of crash probability from detector measurements. Following this accomplishment a natural question is “how can this help prevent crashes?” This project has the ambitious plan of not only answering this question but also providing a multifaceted approach that can offer different types of solutions to an agency aimed at reducing crashes in this and other similar locations. This project has two major objectives; first it aimed at utilizing a cutting edge 3D virtual reality system to design and visualize different driver warning systems specifically for the I-94 westbound high crash location in Minneapolis, MN. Second, in view of the desire of local engineers for a more traditional approach, this project explored the use of existing micro-simulation models in the evaluation of safety improvements for the aforementioned high crash area. This report describes the results of these investigations but more importantly describes the lessons learned in the process of the research. These lessons are important because they highlight gaps of technology and knowledge that hampered this and other research projects with similar objectives. KW - Car following models KW - Crash prevention KW - High risk locations KW - Highway operations KW - Highway safety KW - Improvements KW - Intelligent transportation systems KW - Lessons learned KW - Microsimulation KW - Minneapolis (Minnesota) KW - Rear end crashes KW - Vehicle trajectories KW - Virtual reality KW - Visualization KW - Warning systems UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1066 UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1720 UR - https://trid.trb.org/view/884273 ER - TY - RPRT AN - 01122621 AU - Trejo, David AU - Hueste, Mary Beth D AU - Kim, Young Hoon AU - Atahan, Hakan AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Characterization of Self-Consolidating Concrete for Design of Precast, Prestressed Bridge Girders PY - 2008/12//Technical Report SP - 384p AB - This report documents the findings of a Texas Department of Transportation sponsored research project to study self-consolidating concrete (SCC) for precast concrete structural applications. Self-consolidating concrete is a new, innovative construction material that can be placed into forms without the need for mechanical vibration. The mixture proportions are critical for producing quality SCC and require an optimized combination of coarse and fine aggregates, cement, water, and chemical and mineral admixtures. The required mixture constituents and proportions may affect the mechanical properties, bond characteristics, and long-term behavior, and SCC may not provide the same in-service performance as conventional concrete (CC). Different SCC mixture constituents and proportions were evaluated for mechanical properties, shear characteristics, bond characteristics, creep, and durability. Variables evaluated included mixture type (CC or SCC), coarse aggregate type (river gravel or limestone), and coarse aggregate volume. To correlate these results with full-scale samples and investigate structural behavior related to strand bond properties, four girder-deck systems, 40 ft (12 m) long, with CC and SCC pretensioned girders were fabricated and tested. Results from the research indicate that the American Association of State Highway Transportation Officials Load and Resistance Factor Design (AASHTO LRFD) Specifications can be used to estimate the mechanical properties of SCC for a concrete compressive strength range of 5 to 10 ksi (34 to 70 MPa). In addition, the research team developed prediction equations for concrete compressive strength ranges from 5 to 16 ksi (34 to 110 MPa). With respect to shear characteristics, a more appropriate expression is proposed to estimate the concrete shear strength for CC and SCC girders with a compressive strength greater than 10 ksi (70 MPa). The researchers found that girder-deck systems with Type A SCC girders exhibit similar flexural performance as deck systems with CC girders. The AASHTO LRFD (2006) equations for computing the cracking moment, nominal moment, transfer length, development length, and prestress losses may be used for SCC girder-deck systems similar to those tested in this study. For environments exhibiting freeze-thaw cycles, a minimum 16-hour release strength of 7 ksi (48 MPa) is recommended for SCC mixtures. KW - Bond strength (Materials) KW - Coarse aggregates KW - Compressive strength KW - Creep KW - Durability KW - Equations KW - Girders KW - Laboratory tests KW - Load and resistance factor design KW - Mechanical properties KW - Mix design KW - Precast concrete KW - Self compacting concrete KW - Shear strength UR - http://tti.tamu.edu/documents/0-5134-2.pdf UR - https://trid.trb.org/view/884290 ER - TY - RPRT AN - 01122619 AU - Dill, Jennifer AU - Gliebe, John P AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Understanding and Measuring Bicycling Behavior: A Focus on Travel Time and Route Choice PY - 2008/12//Final Report SP - 73p AB - With rates of obesity, heart disease, and related health problems increasing in the U.S. , many policy makers are looking for ways to increase physical activity in everyday life. Using a bicycle instead of a motor vehicle for a portion of everyday travel could help address these problems. This research aims to fill a gap in the existing literature on the effect of different types of infrastructure, such as bicycle lanes or paths, on bicycling. The project used global positioning system (GPS) technology to record where a sample of 164 adults in the Portland, OR region rode their bicycles. Data were collected from March through November 2007. The participants in this study were primarily regular bicyclists who usually rode more than one day per week, year-round. This report uses those data to address the four primary sets of research questions: (1) How often, why, when, and where do cyclists ride? How does this vary based upon rider characteristics? (2) How do cyclists’ routes differ from the shortest network distance? (3) What factors influence cyclists’ route choice decisions? How do personal attributes influence these decisions? (4) What is the difference in travel time between bicycling and driving? KW - Behavior KW - Bicycle facilities KW - Bicycle lanes KW - Bicycle travel KW - Bicycling KW - Bikeways KW - Cyclists KW - Data collection KW - Global Positioning System KW - Portland (Oregon) KW - Route choice KW - Travel time UR - http://otrec.us/main/document.php?doc_id=966 UR - http://otrec.us/project/33 UR - https://trid.trb.org/view/884287 ER - TY - RPRT AN - 01122618 AU - Bryson, John M AU - Crosby, Barbara C AU - Stone, Melissa M AU - Mortensen, J Clare AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Collaboration in Fighting Traffic Congestion: A Study of Minnesota’s Urban Partnership Agreement PY - 2008/12//Final Report SP - 48p AB - The Twin Cities metropolitan area was selected to participate in a federal transportation initiative called the Urban Partnership program. This required the formation of a multi-agency collaboration of transportation-focused groups in the Twin Cities area. This collaboration – including the external forces affecting it, the internal processes, structures, and competencies that allowed it to operate, and its accountability mechanisms – is the focus of this analysis. Confirming lessons found in the collaboration literature, the Minnesota Urban Partnership Agreement (UPA) is a complex assembly of human (individuals and relationships) and non-human (technologies, artifacts, laws, and procedures) elements; therefore, it is not an easy answer to hard problems but a hard answer to hard problems. The research highlights some new findings. Most notably: the role of technology; linkages connecting high-level federal policymaking to local, operational implementation details; emphasis on multiple roles played by sponsors, champions, neutral conveners, process designers, and technical experts; importance of specific competencies; the role of rules and routines as drivers of collaboration; and the importance of spatial and temporal organizational ambidexterity. It is important to note that the work of this collaboration thus far has been virtually invisible to the public, but that will change in the upcoming stages of UPA implementation. KW - Cooperation KW - Partnerships KW - Traffic congestion KW - Traffic mitigation KW - Transportation planning KW - Twin Cities Metropolitan Area (Minnesota) UR - http://www.cts.umn.edu/Publications/ResearchReports/reportdetail.html?id=1714 UR - https://trid.trb.org/view/884274 ER - TY - RPRT AN - 01122566 AU - Bligh, Roger P AU - Abu-Odeh, Akram Y AU - Williams, William Frederick AU - Menges, Wanda L AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Analysis of a Flexible Bridge Rail System for High-Speed Roadways PY - 2008/12//Technical Report SP - 96p AB - The T6 tubular W-beam bridge rail has seen widespread use across the state of Texas. However, because it was unable to satisfy Test Level 3 (TL-3) impact performance requirements of NCHRP Report 350, it is no longer eligible for use on high-speed roadways. A new flexible bridge rail system, referred to herein as the T8 rail, has been designed for use on culverts and thin deck structures as a replacement for the T6 rail in high-speed applications. The T8 rail incorporates a tubular thrie beam rail element. Use of a tubular thrie beam provides additional rail height to improve stability for light truck vehicles, reduced clear opening to minimize the potential for vehicle underride, and a standard rail shape for ease of transitioning to approach guardrail. The anchor bolt pattern or “footprint” for the T8 post is the same as that used for the T6 post. This facilitates upgrade of existing T6 installations. Finite element impact simulations were conducted to evaluate the performance of the new tubular thrie beam bridge rail. The simulations indicated that the T8 rail should be capable of meeting TL-3 impact conditions of NCHRP Report 350. It is recommended that full-scale crash testing be conducted to verify the impact performance of the T8 bridge rail. Details of the recommended T8 bridge rail system are included in the report. KW - Anchor bolts KW - Bridge railings KW - Finite element method KW - High speed roads KW - Impact tests KW - NCHRP Report 350 KW - Simulation KW - Thrie beams UR - http://tti.tamu.edu/documents/0-5210-4.pdf UR - https://trid.trb.org/view/884260 ER - TY - RPRT AN - 01122558 AU - Li, Ming-Han AU - Schutt, James R AU - McFalls, Jett AU - Bardenhagen, Eric K AU - Sung, Chan Yong AU - Wheelock, Lee AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Successional Establishment, Mowing Response, and Erosion Control Characteristics of Roadside Vegetation in Texas PY - 2008/12//Technical Report SP - 106p AB - The purpose of this project was to investigate whether the Texas Department of Transportation's (TxDOT’s) standard seed mix needs modifications to better address the issue of invasive species while the primary goal of erosion control can still be well achieved. The research objectives were to investigate: (1) the successional process of roadside grasses using TxDOT’s seed mix and seeding procedure on field laboratory test plots and actual roadsides, (2) erosion control properties of vegetation on 12 new plots seeded with TxDOT’s standard seed mix and 10 existing plots originally seeded with a non-TxDOT seed mix, and (3) the impacts of mowing on establishing and established grass communities. To achieve these objectives, the researchers conducted field laboratory experiments and actual highway roadside surveys. The results indicate that roadsides as maintained and mowed environments cannot be easily adapted by tall grass species (native or introduced). Short, sod-forming grasses, however, could grow better on roadsides. It was found that grass species in TxDOT's standard seed mixes did not show invasiveness on investigated laboratory plots and actual roadsides. The researchers also found little connection between original seeded grass species and observed grass species several years after seeding. This implies that volunteer species either from adjacent lands or from seed banks in the soil tend to dominate roadsides in the long term. All field laboratory plots controlled erosion very well. Yielded sediments were much below the TxDOT’s minimum performance standards. Little literature was found on cost and benefit analysis about roadside management as a result of a lack of consistent cost database data held by state DOTs, which suggests future research on creating a database for comparing cost-benefit between the uses of natives and introduced grasses. KW - Erosion control KW - Grasses KW - Invasive plants KW - Mowing KW - Native plants KW - Roadside flora KW - Seeding KW - Texas KW - Vegetation control KW - Vegetation establishment UR - http://tti.tamu.edu/documents/0-4949-1.pdf UR - https://trid.trb.org/view/884258 ER - TY - RPRT AN - 01121752 AU - Brown, Vi AU - Prophecy Consulting Group, LLC AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Survey of Traffic Noise Reduction Products, Materials, and Technologies PY - 2008/12//Final Report SP - 86p AB - Noise is one of the most pervasive forms of environmental pollution. It is everywhere and affects our lives at home, work and play. By definition, noise is any unwanted or excessive sound. Highway traffic noise is a major issue for transportation agencies. The objective of this study was to identify noise reduction products, materials, and technologies currently available and that may have potential as noise mitigation alternatives. The literature review and survey identified measures that are being used by U.S. transportation organizations as well as international efforts. Some key findings from the literature review show the following best practices: (1) Pavement Noise Reduction Products – noise or sound walls dominate this category and have been used for decades in the U.S. Findings from the literature revealed a variety of materials to choose from that are both aesthetically attractive, and effective in reducing sound from tire pavement noise. The cost of installing products will need to be evaluated on a case by case basis with the vendor or for each applicable product. (2) Pavement Noise Reduction Materials – The operating speed of the roadway should be factored into the roadway design for quiet pavements. European studies show that higher porous mixtures tend to clog under slower speeds. Two layer-porous mixes have been found to be effective in Europe and the US. An important attribute for consideration in two layer-porous mix design and placement is aggregate size. (3) Pavement Noise Reduction Technologies - use of thin-textured surfacings with a negative pavement depression are recommended for urban or low-speed roadway sections. Diamond grinding enhances noise reduction on concrete surfaces in sensitive locations. (4) Other Pavement Noise Reduction Measures – looking forward, transportation officials are encouraged to develop an integrated approach to roadway noise reduction. Instead of relying on a single measure, the recommended forward strategy is to develop the ability to model the effectiveness of a number of different measures to achieve greater noise reduction. KW - Materials KW - Noise control KW - Products KW - Technology KW - Traffic noise UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ584.pdf UR - https://trid.trb.org/view/882524 ER - TY - RPRT AN - 01121748 AU - Phanomchoeng, Gridsada AU - Rajamani, Rajesh AU - Hourdos, John AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - University of Minnesota, Twin Cities AU - Research and Innovative Technology Administration TI - Directional Sound for Long Distance Auditory Warnings from a Highway Construction Work Zone PY - 2008/12//Final Report SP - 60p AB - Directional sound can be used as a warning signal to denote that failure to follow an indicated action could result in serious accidents. In some applications such as to alert a vehicle that is likely to intrude into a highway construction work zone, long distance auditory warnings are necessary. In such cases, directed sound could be utilized to warn the specific vehicle without disturbing other vehicles on the highway. This report reviews the currently available scientific technologies that can potentially be used to develop a long distance auditory warning system for highway work zone applications. Of these, ultrasound based parameter arrays and time delay controlled arrays of compact ordinary speakers are taken up for detailed analysis and experimental evaluation. An ultrasound based parametric array is the most appropriate technology for generating highly directional sound. However, if cost, installation, maintenance, and price are considered, the most suitable technology is found to be arrays of flat panel loudspeakers with time delay control. Such a system can be used to generate directional sound effectively for long distance auditory warnings. KW - Audible warning devices KW - Auditory warnings KW - Directional audio KW - Road construction KW - Warning devices KW - Work zone safety KW - Work zones UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1058 UR - https://trid.trb.org/view/883691 ER - TY - RPRT AN - 01121714 AU - Wang, Yinhai AU - Perrine, Kenneth A AU - Lao, Yunteng AU - TransNow, Transportation Northwest AU - Federal Highway Administration TI - Developing an Area-Wide System for Coordinated Ramp Meter Control PY - 2008/12//Final Report SP - 89p AB - Ramp metering has been broadly accepted and deployed as an effective countermeasure against both recurrent and non-recurrent congestion on freeways. However, many current ramp metering algorithms tend to improve only freeway travels using local detectors’ inputs and overlook the negative impacts on local streets. This may generate two problems: 1) the optimal local settings may not result in a system-wide optimum in terms of traffic operations; and 2) the increased congestion on local streets due to on-ramp overflow may counteract the gains in freeway operations. To address these problems, the authors propose an area-wide ramp metering system to improve the coordination of ramp meters for system-wide optimization and on-ramp overflow minimization. Their experimental results show that their method can offer improved performance in ramp metering operations under tested scenarios and also reduce the likelihood of on-ramp overflow. This novel strategy for active ramp metering is inspired by the principles of a computer network congestion control strategy. In this strategy, certain types of congestion at a targeted freeway location can be significantly reduced by limiting on-ramp vehicle flows to a fraction of ramp demand and then additively increasing rates to avoid ramp queue spillover onto city streets. This approach can be actively used to immediately curb the growth of traffic congestion and therefore shorten travel delays. The effectiveness of this ramp metering approach has been evaluated by microscopic simulation experiments. The authors' experimental results show that their method can reduce system-wide travel delays in the tested scenarios by as much as 28.2% when compared with the Fuzzy Logic ramp metering algorithm, and also reduce the frequency and severity of on-ramp overflow. This indicates that this area-wide algorithm can provide benefit when applied to urban freeway corridors for congestion mitigation. KW - Algorithms KW - Demand KW - Freeways KW - Highway traffic control KW - Microscopic traffic flow KW - Ramp metering KW - Simulation KW - Traffic congestion KW - Traffic coordination KW - Traffic delays KW - Traffic flow UR - http://ntl.bts.gov/lib/31000/31700/31731/TNW2008-11_Wang_Ramp_Meter_Control_61-6023.pdf UR - https://trid.trb.org/view/883803 ER - TY - RPRT AN - 01121699 AU - Sullivan, Sean AU - Roberts-Wollmann, Carin L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Experimental and Analytical Investigation of Full-Depth Precast Deck Panels on Prestressed I-Girders PY - 2008/12//Final Contract Report SP - 84p AB - A bridge with precast bridge deck panels was built at the Virginia Tech Structures Laboratory to examine constructability issues, creep and shrinkage behavior, and strength and fatigue performance of transverse joints, different types of shear connectors, and different shear pocket spacings. The bridge consisted of two AASHTO type II girders, 40 ft long and simply supported, and five precast bridge deck panels. Two of the transverse joints were epoxied male-female joints and the other two transverse joints were grouted female-female joints. Two different pocket spacings were studied: 4 ft pocket spacing and 2 ft pocket spacing. Two different shear connector types were studied: hooked reinforcing bars and a new shear stud detail that can be used with concrete girders. The construction process was well documented. The changes in strain in the girders and deck were examined and compared to a finite element model to examine the effects of differential creep and shrinkage. After the finite element model verification study, the model was used to predict the long term stresses in the deck and determine if the initial level of post-tensioning was adequate to keep the transverse joints in compression throughout the estimated service life of the bridge. Cyclic loading tests and flexural strength tests were performed to examine performance of the different pocket spacings, shear connector types and transverse joint configurations. A finite element study examined the performance of the AASHTO LRFD shear friction equation for the design of the horizontal shear connectors. The initial level of post-tensioning in the bridge was adequate to keep the transverse joints in compression throughout the service life of the bridge. Both types of pocket spacings and shear connectors performed exceptionally well. The AASHTO LRFD shear friction equation was shown to be applicable to deck panel systems and was conservative for determining the number of shear connectors required in each pocket. A recommended design and detailing procedure was developed for the shear connectors and shear pockets. KW - Bridge decks KW - Construction KW - Creep KW - Fatigue (Mechanics) KW - Girders KW - Panels KW - Precast concrete KW - Prestressed concrete KW - Shear strength KW - Shrinkage KW - Stresses KW - Structural connection KW - Transverse joints UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr4.pdf UR - http://ntl.bts.gov/lib/37000/37600/37688/09-cr4.pdf UR - https://trid.trb.org/view/883744 ER - TY - RPRT AN - 01121690 AU - Diefenderfer, Stacey AU - Hearon, Amy AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Laboratory Evaluation of a Warm Asphalt Technology for Use in Virginia PY - 2008/12//Final Report SP - 44p AB - Rising energy costs and increased environmental awareness have brought attention to the potential benefits of warm asphalt in the United States. Warm-mix asphalt (WMA) is produced by incorporating additives into asphalt mixtures to allow production and placement of the mix when heated to temperatures well below the 300ºF+ temperatures of conventional hot-mix asphalt (HMA). Potential benefits such as reduced plant emissions, workability at lower temperatures, extension of the paving season into colder weather, and reduced energy consumption at the plant may be realized with different applications. Trial installations of WMA, including two sections using the Sasobit WMA additive, have been investigated in Virginia. This study presents the results of laboratory testing to evaluate the performance of the mixtures used in the two Sasobit trial sections. The evaluation included comparisons of compactibility, volumetric properties, moisture susceptibility, rutting resistance, and fatigue performance between the HMA and WMA mixtures used in each section. Mixtures produced in the laboratory under conditions of varying temperatures and aging periods were tested, and the effects of temperature and aging were evaluated. The long-term performance of the two test sections was also modeled using the Mechanistic-Empirical Pavement Design Guide. Few differences were found between the HMA and WMA mixtures evaluated. The performance of WMA and HMA was similar when evaluated for moisture susceptibility, rutting potential, and fatigue resistance. The MEPDG-predicted distresses supported these conclusions; the predicted long-term performance of WMA and HMA was comparable. From these results, the recommendation was made that the Virginia Department of Transportation develop a special provision for the use of WMA. Despite its benefits, direct cost savings from the use of WMA are unlikely to be seen by VDOT. Currently, one concern with the use of WMA is the initial cost, which varies depending on the technology used. The use of WMA technology requires either additives, a recurrent cost, or asphalt plant modifications, requiring capital investment. Over the long term, the use of WMA could save VDOT considerable dollars if the reduced aging of the mix translates into longer life; however, this has yet to be proven as WMA has not been employed for a sufficient time period to allow an evaluation of this benefit. KW - Asphalt mixtures KW - Cracking KW - Hot mix asphalt KW - Mechanistic-empirical pavement design KW - Moisture damage KW - Moisture susceptibility KW - Pavement distress KW - Pavement performance KW - Rutting KW - Virginia KW - Warm mix paving mixtures UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r11.pdf UR - http://ntl.bts.gov/lib/37000/37700/37704/09-r11.pdf UR - https://trid.trb.org/view/883746 ER - TY - RPRT AN - 01121689 AU - Federal Motor Carrier Safety Administration TI - 2007 Large Truck Overview PY - 2008/12 SP - 6p AB - The mission of the Federal Motor Carrier Safety Administration (FMCSA) is to promote the safe operation of commercial vehicles on our Nation’s highways. Of the 41,059 people killed in motor vehicle crashes in 2007, 12% (4,808) died in crashes that involved a large truck. Another 101,000 people were injured in crashes involving large trucks. Only about 17% of those killed and 22% of those injured in large truck crashes were occupants of large trucks. This overview presents trends, information on vehicle registration and drivers, and details regarding traffic accidents and truck accidents. KW - Automobile drivers KW - Fatalities KW - Heavy duty trucks KW - Highway safety KW - Injuries KW - Large trucks KW - Registrations KW - Traffic crashes KW - Trend (Statistics) KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Trucks by number of axles KW - Trucks by weight UR - http://ai.fmcsa.dot.gov/CarrierResearchResults/PDFs/2007LargeTruckCrashOverview.pdf UR - https://trid.trb.org/view/879888 ER - TY - RPRT AN - 01120577 AU - Singh, Santokh AU - URC Enterprises, Incorporated AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) Databook of NMVCCS Variables PY - 2008/12 SP - 528p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It was a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005 and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This manual provides frequency distributions and percentages (weighted and unweighted) for the data collected. KW - Automobiles KW - Crash causes KW - Crashes KW - Data collection KW - Frequency distributions KW - Manuals KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase KW - Variables UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811052.pdf UR - https://trid.trb.org/view/880416 ER - TY - RPRT AN - 01120575 AU - Bellis, Elizabeth AU - Page, Jim AU - Calspan Corporation AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) SAS Analytical Users Manual PY - 2008/12 SP - 232p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It was a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005, and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This document describes the Statistical Analysis System (SAS) analysis file that is available. KW - Automobiles KW - Computer program documentation KW - Crash causes KW - Crashes KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase KW - Statistical analysis UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811053.pdf UR - https://trid.trb.org/view/880411 ER - TY - RPRT AN - 01120574 AU - National Highway Traffic Safety Administration TI - National Motor Vehicle Crash Causation Survey (NMVCCS) Field Coding Manual PY - 2008/12 SP - 500p AB - The National Highway Traffic Safety Administration's (NHTSA’s) National Center for Statistics and Analysis has completed the National Motor Vehicle Crash Causation Survey (NMVCCS). It is a Congressionally required nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events. A total of 6,949 crashes were investigated between January 1, 2005, and December 31, 2007. Of these, 5,470 cases comprise a nationally representative sample. The remaining 1,479 cases are suitable for clinical study. The data collected through the investigated crashes will better assist NHTSA and other safety advocates in evaluating and developing vehicle-related crash avoidance technologies. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on-scene for at least 600 data elements in the crash to capture information related to the drivers, vehicles, roadways, and environment. In addition, the NMVCCS database includes crash narratives, photographs, schematic diagrams, vehicle information, as well as event data recorder data when available. This document describes the coding protocol used in the field to document the crashes. KW - Automobiles KW - Coding systems KW - Crash causes KW - Crashes KW - Data collection KW - Manuals KW - National Motor Vehicle Crash Causation Survey KW - On the scene crash investigation KW - Precrash phase UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/NMVCCS/811051.pdf UR - https://trid.trb.org/view/880414 ER - TY - RPRT AN - 01118677 AU - Patterson, Tyler M AU - Munnich, Lee W AU - University of Minnesota, Twin Cities AU - Federal Highway Administration TI - Five-County Minnesota Case Study: Rural Roadway Fatal Crash Characteristics and Select Safety Improvement Programs PY - 2008/12//Final Report SP - 32p AB - This second in a series of CERS research reports summarizes the characteristics of the fatal rural roadway crashes within five Minnesota counties and describes some of the safety improvement programs or campaigns being used in this five-county area. Past research has shown that some of the many characteristics of fatal rural roadway crashes include younger drivers, alcohol involvement, lack of seat belt use, and speeding. The crash data summarized in this report were generally obtained from the Minnesota Department of Transportation and Minnesota Department of Public Safety. Several recommendations have been proposed as a result of this case study project that focus on improving rural roadway safety data and analyses. Evaluations of safety improvement programs/campaigns are also proposed. Recommendations include: 1) Examine more rural roadway crash factors and combinations of factors for additional clarification. 2) Improve the metrics used to describe or define rural roadways in the United States. 3) Use the primary characteristics of rural roadway crashes as the basis for safety improvement measures and programs implemented in rural areas. 4) Include measures and strategies that improve driver decision-making as one of the focus or emphasis areas of a comprehensive safety program. 5) Fund projects that continue to help upgrade and apply GIS tools to plot and evaluate safety data with respect to driver behavior and roadway conditions. 6) Scientifically evaluate the impacts of the safety improvement programs described in this report. KW - Countermeasures KW - Crash characteristics KW - Decision making KW - Drivers KW - Fatalities KW - Highway safety KW - Rural highways KW - Safety programs KW - Traffic crashes KW - Traffic safety UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1038 UR - https://trid.trb.org/view/877788 ER - TY - ABST AN - 01612996 TI - Evaluation of a Rural Seat Belt Demonstration Project in Kansas and Missouri AB - Fatality rates are consistently higher in rural areas of the country. Seat belts are remarkably effective in reducing fatalities and injuries, but many drivers in rural areas buckle up at rates consistently below other areas of America. Kansas and Missouri are conducting innovative demonstration programs using a high visibility enforcement model, to increase seat belt use in the rural areas of their states. Working with each State's evaluators, the evaluation will document the progress and successes of the innovative programs. Measures include observed safety belt use in targeted and control counties, public perception of risk, law enforcement activity and citation data, paid and earned media activity, and belted/unbelted fatality data from the Fatality Analysis Reporting System (FARS). KW - Demonstration projects KW - Fatalities KW - Fatality Analysis Reporting System KW - Kansas KW - Missouri KW - Rural areas KW - Seat belt use UR - https://trid.trb.org/view/1425759 ER - TY - ABST AN - 01462671 TI - Operation of Light Rail Transit through Ungated Crossings at Speeds over 35 MPH AB - Current practice as defined in the Manual of Uniform Traffic Control Devices (MUTCD) Part X requires use of crossing gates for operation of light rail transit (LRT) trains through intersections at speeds of greater than 35 mph. Where LRT operates on-street or immediately adjacent to a street, there are segments where the parallel roadway traffic operates through the same intersections at significantly higher speeds. This puts public transport at a disadvantage in attracting ridership and in providing efficient utilization of investments. This project will address the next steps identified as a result of the successful conclusion of TCRP Project J-6/Task 65. The objective of this research is to identify the safety and operational factors involved in traffic control using crossing gates versus traffic signals, possibly in conjunction with supplemental safety measures, and to define traffic control treatments that would potentially allow for faster than 35-mph operation without use of crossing gates. Finally, with the active participation of a sponsoring agency, the ultimate objective is to test higher-speed operation using identified traffic control provisions and to recommend potential revisions to MUTCD Part X. KW - Intersections KW - Light rail transit KW - Manual on Uniform Traffic Control Devices KW - Railroad grade crossings KW - Research projects KW - Ridership KW - Safety UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2356 UR - https://trid.trb.org/view/1230893 ER - TY - RPRT AN - 01144531 AU - Zimmerman, Carol AU - Burt, Matt AU - Shao, Gang AU - Balke, Kevin AU - Turnbull, Katie AU - Ungemah, David AU - Cain, Alasdair AU - Schreffler, Eric AU - Battelle AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - Urban Partnership Agreement and Congestion Reduction Demonstration: National Evaluation Framework PY - 2008/11/21 SP - 73p AB - This report provides an analytical framework for evaluating six deployments under the United States Department of Transportation (U.S. DOT) Urban Partnership Agreement (UPA) and Congestion Reduction Demonstration (CRD) Programs. The six UPA/CRD sites are Chicago, Los Angeles, Miami, Minnesota, San Francisco, and Seattle. Those sites are seeking to reduce congestion by employing strategies consisting of combinations of tolling, transit, telecommuting/TDM, and technology, also known as the 4 Ts. The national evaluation framework identifies the major questions to be answered through the evaluation; the approach to be used to address those questions; and risks to the evaluation and how they will be mitigated. Four objective questions posed by U.S. DOT serve as a starting point for the evaluation framework: how much congestion was reduced; what contributed to the reduction and what were the associated impacts; what lessons were learned about nontechnical factors for success; and what were the overall cost and benefit of the congestion reduction strategies. The four objective questions were translated into twelve evaluation analyses, which in turn consist of hypotheses and questions, measures of effectiveness (MOEs), and data required for the MOEs. This document explains each of the twelve analyses and discusses the major data requirements and data collection methods that will be needed. Next steps include development of site-specific evaluation plans and test plans. KW - Congestion management systems KW - Congestion pricing KW - Evaluation KW - Partnerships KW - Public transit KW - Telecommuting KW - Tolls KW - Travel demand management KW - Urban transit KW - Urban transportation UR - http://ntl.bts.gov/lib/30000/30700/30764/14446.pdf UR - https://trid.trb.org/view/904385 ER - TY - RPRT AN - 01120435 AU - Barnes, Philip AU - Anderson, Noel AU - Federal Highway Administration AU - City of Waterloo, Iowa TI - U.S. 63 from Franklin Street to Donald Street in Waterloo, Black Hawk County, Iowa: Environmental Assessment and Draft Section 4(f) Statement PY - 2008/11/21 SP - v.p. AB - The purpose of the proposed U.S. 63 improvements is to safely accommodate future traffic and access needs in the corridor, to correct the major deficiencies of the existing highway, and to improve the transportation infrastructure needed to support planned economic development. This report is the environmental impact assessment for this improvement project. KW - Aging infrastructure KW - Economic development KW - Environmental impact analysis KW - High risk locations KW - Highway capacity KW - Improvements KW - Infrastructure KW - Road construction KW - Traffic congestion KW - Traffic safety KW - Traffic volume KW - Transportation planning KW - Waterloo (Iowa) UR - https://trid.trb.org/view/878583 ER - TY - RPRT AN - 01603506 AU - Jovanis, Paul P AU - Aguero, Jonathan AU - Wu, Kun-Feng AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Statewide Crash Analysis and Forcasting PY - 2008/11/20/Final Report SP - 38p AB - There is a need for the development of safety analysis tools to allow the Pennsylvania Department of Transportation (PennDOT) to better assess the safety performance of road segments in the Commonwealth. The project utilized a safety management system database at PennDOT that integrates crash, occupant, vehicle and traffic information in an integrated searchable format (i.e., C-DART). The analyses conducted and models produced in this research should enhance PennDOT's ability to conduct safety analyses, particularly those using C-DART. The list of sites with promise contains a rank ordering of road segments offering the greatest potential for safety improvement. The model containing crash severity levels should give PennDOT additional confidence when combining fatal and severe injury crashes in needed analyses. Lastly, the models including census data have explored the feasibility of using that approach to safety modeling (although additional testing is needed). KW - Crash analysis KW - Crash data KW - Crash risk forecasting KW - Crash severity KW - Demographics KW - High risk locations KW - Highway safety KW - Pennsylvania KW - Safety Performance Functions UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Operations/Statewide%20Crash%20Analysis%20and%20Forecasting.pdf UR - https://trid.trb.org/view/1410756 ER - TY - RPRT AN - 01121734 AU - Jovanis, Paul P AU - Aguero, Jonathan AU - Wu, Kun-Feng AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Statewide Crash Analysis and Forecasting PY - 2008/11/20/Final Report SP - 37p AB - There is a need for the development of safety analysis tools to allow PennDOT to better assess the safety performance of road segments in the Commonwealth. The project utilized a safety management system database at PennDOT that integrates crash, occupant, vehicle and traffic information in an integrated searchable format (i.e., C-DART). The analyses conducted and models produced in this research should enhance PennDOT's ability to conduct safety analyses, particularly those using C-DART. The list of sites with promise contains a rank ordering of road segments offering the greatest potential for safety improvement. The model containing crash severity levels should give PennDOT additional confidence when combining fatal and severe injury crashes in needed analyses. Lastly, the models including census data have explored the feasibility of using that approach to safety modeling (although additional testing is needed). KW - Crash analysis KW - Crash data KW - Crash models KW - Crash risk forecasting KW - Crash severity KW - Highway factors in crashes KW - Highway safety KW - Pennsylvania KW - Safety assessment KW - Traffic safety UR - https://trid.trb.org/view/883663 ER - TY - RPRT AN - 01140578 AU - Mian, Zack AU - International Electronic Machines Corporation AU - New York State Department of Transportation AU - Federal Highway Administration TI - Wheel Inspection System Environment PY - 2008/11/18/Final Report SP - 19p AB - International Electronic Machines Corporation (IEM) has developed and is now marketing a state-of-the-art Wheel Inspection System Environment (WISE). WISE provides wheel profile and dimensional measurements, i.e. rim thickness, flange height, flange thickness, flange angle, diameter, reference groove; brake pad thickness measurements; and flags out-of-round wheels and flat spots. WISE provides modules for: wheel profile, crack detection, flat spot detection and brake pad management system. It easily integrates with existing way-side equipment and works seamlessly with existing railroad rolling stock management systems. During this project, IEM has completed the successful installation of the WISE modules for wheel profile, crack detection and brake pad management at the CSX Transportation hump yard in Selkirk, NY. This report details the thorough testing and validation of these modules through the project that was funded jointly by the New York State Energy Research and Development Authority (NYSERDA) and the New York State Department of Transportation (NYSDOT). IEM is in advanced talks with Class I railroads regarding WISE, and has been selected to install WISE in the new transit system in Sydney, Australia. KW - Brake pads KW - Car wheels (Railroads) KW - Class I railroads KW - Crack detection KW - CSX Transportation KW - Hump yards KW - Inspection equipment KW - Wheel Inspection System Environment UR - http://www.nysdot.gov/divisions/engineering/technical-services/trans-r-and-d-repository/WISE%20Final%20Report%20for%20NYSDOT.pdf UR - https://trid.trb.org/view/900951 ER - TY - RPRT AN - 01125396 AU - Department of Transportation TI - U.S. Department of Transportation’s FY 2009 Top Management Challenges PY - 2008/11/17 SP - 57p AB - The U.S. Department of Transportation’s (DOT’s) Office of Inspector General has released its annual report on the top management challenges facing the DOT during fiscal year 2009. The study identified nine top management challenges for the Department, including: enhancing aviation safety and maintaining confidence in the U.S. Federal Aviation Administration’s ability to provide effective oversight of a rapidly changing industry; enhancing mobility and reducing congestion in America's transportation system; developing a plan to address projected highway and transit funding shortfalls; maximizing return on current highway and transit infrastructure investments; enhancing and deploying programs for reducing the serious consequences of surface transportation crashes, and more. KW - Aviation safety KW - Countermeasures KW - Financing KW - Highway safety KW - Highways KW - Management KW - Mobility KW - Public transit KW - Return on investment KW - Traffic congestion KW - Traffic crashes KW - Traffic mitigation KW - U.S. Department of Transportation UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/FINAL_for_508.pdf UR - https://trid.trb.org/view/885695 ER - TY - RPRT AN - 01354509 AU - O'Connor, Jerome S AU - McAnany, Paul E AU - Multidisciplinary Center for Earthquake Engineering Research AU - Federal Highway Administration TI - Damage to Bridges from Wind, Storm Surge and Debris in the Wake of Hurricane Katrina PY - 2008/11/16/Volume 5 SP - 158p AB - This report, the fifth in a series detailing post-Katrina field investigations by the Multidisciplinary Center for Earthquake Engineering Research (MCEER) team, focuses on the structural performance of bridges based on findings from reconnaissance trips to the coast of Mississippi and the adjoining parts of Louisiana and Alabama. The first investigation took place September 6-11, 2005, about a week after the event, with the second following a month later, in October 2005. It is hoped that findings from these field investigations will lead to improvements in coastal bridge design standards, similar to the way post-earthquake investigations have led to a better understanding of seismic loadings and an improved performance-based seismic design specification. KW - Alabama KW - Bridge design KW - Bridges KW - Coastal engineering KW - Earthquake resistant design KW - Field studies KW - Hurricane Katrina, 2005 KW - Louisiana KW - Mississippi Gulf Coast KW - Seismic loading KW - Storm surges KW - Structural analysis KW - Wind UR - http://mceer.buffalo.edu/publications/Katrina/08-SP05.asp UR - https://trid.trb.org/view/1118986 ER - TY - ABST AN - 01464315 TI - Design Guidance for Freeway Mainline Ramp Terminals AB - The objective of this research is to develop improved design guidance for freeway mainline ramp terminals suitable for inclusion in the AASHTO Green Book. As appropriate, the guidance should also address issues related to the design of the gore area and any transitional area to the ramp proper. KW - Acceleration lanes KW - Deceleration lanes KW - Freeways KW - Highway design KW - National Cooperative Highway Research Program KW - Ramps (Interchanges) KW - Traffic control UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2568 UR - https://trid.trb.org/view/1232544 ER - TY - ABST AN - 01462631 TI - Methodology for Determining the Economic Development Impacts of Transit Investments AB - The importance of economic development linked to transit investments is well recognized, and that importance is reflected in the Federal Transit Administration's (FTA's) project approval process.  As a result of recent legislation, Congress requires FTA to evaluate the economic development benefits (among other criteria) of proposed transit projects to determine their merits and impacts. To comply with this requirement, a methodology is needed that project sponsors can use to generate reliable estimates of development impacts and associated benefits for New Starts, Small Starts, and major investments in more mature transit systems.  While much work has been done describing the relationship between transit system investment and economic development, it is not clear how an approach to prepare a reliable forecast of economic development benefits of transit projects can be applied systematically to all proposed projects. In preparing project evaluations, FTA and others have traditionally identified and measured mobility benefits.  Economic benefits can be more inclusive, however, and defining and measuring a broader class of benefits has been the subject of numerous studies.  Adding broader economic development impact measures--in the form of land prices, occupancy rates, development densities, relocated jobs and residences, or similar measures--to those associated with mobility and accessibility can increase the risk of double-counting.  Therefore, the challenge in all of these efforts is to identify where double counting might occur and eliminate it to the extent possible. 

KW - Accessibility KW - Capital investments KW - Economic development KW - Investments KW - Mobility KW - Public transit KW - Research projects KW - Transit operating agencies UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2364 UR - https://trid.trb.org/view/1230852 ER - TY - ABST AN - 01459762 TI - One-Coat Systems Applicable to Steel Bridges AB - The Coatings and Corrosion Laboratory at Turner-Fairbank Highway Research Center of Federal Highway Administration has been evaluating eight one-coat systems plus two control systems; a 3-coat and a 2-coat. Test materials were applied over near-white steel test panels (SSPC-SP10). This study was launched in November 2006, as part of a congressionally mandated high performance steel research program, and will be completed in December 2008. A total of 168 test panels were prepared and tested through accelerated laboratory testing and outdoor weathering testing at two exposure sites. Performance of the coating systems has been evaluated using Electrochemical Impedance Spectrosocpy (EIS), surface failure characterizations, rust creepage at intentional scribes, pull-off adhesion, and changes of color and gloss. KW - Adhesion KW - Coatings KW - Corrosion KW - Corrosion protection KW - Creep KW - Electrochemical impedance spectroscopy KW - Performance evaluations KW - Research projects KW - Steel bridges UR - https://trid.trb.org/view/1227977 ER - TY - ABST AN - 01464735 TI - Research for the AASHTO Standing Committee on the Environment. Task 52. Informational Requirements for Jurisdictional Determinations to be Issued by the Army Corps of Engineers (Corps) Under the Clean Water Act (CWA) AB -

In 2006, the Supreme Court again addressed the jurisdictional scope of Section 404, specifically the term "waters of the U.S." in Rapanos v U.S.  The decision provided two new analytical standards for determining whether water bodies that are not traditional navigable waters (TNWs), including adjacent wetlands.  As a consequence of this decision, the EPA and Corps developed guidance which requires the application of the new standards as well as a greater level of documentation to support an agency jurisdictional determination (JD) for a particular water body.  In addition, the agencies now require that all determinations for non-navigable, isolated waters be elevated for Corps and EPA HQ review prior to the District making a final decision on the JD.  The objective of this research is to develop a scope of work for transportation design and environmental staff (agency and/or consultant) detailing the information and level of detail required to support jurisdictional determinations by the Corps under the CWA Section 404.  The intent would be to streamline the JD process, reduce delay, and control costs for both the transportation agencies and the Corps.

 

KW - Clean Water Act KW - Environment KW - Environmental impacts KW - Information systems KW - Information technology KW - Jurisdictions KW - U.S. Supreme Court KW - Water KW - Water quality management KW - Water transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2377 UR - https://trid.trb.org/view/1232967 ER - TY - ABST AN - 01464732 TI - Research for the AASHTO Standing Committee on the Environment. Task 55. Design, Organize and Implement a Training Program for Mainstreaming Environmental Stewardship and Enhancement Activities into Planning and Project Development AB - Section 6001 of SAFETEA-LU provides that Metropolitan Planning Organizations (MPOs) are encouraged to consult or coordinate with planning officials responsible for other types of planning activities affected by transportation, including planned growth, economic development and environmental protection.  The Long Range Transportation Plan (LRTP) is to include a discussion of potential environmental mitigation activities along with potential sites to carry out the activities to be included.  This research will create and implement a training program on mainstreaming environmental stewardship into systems planning and project development.

KW - Economic development KW - Environmental protection KW - Long range planning KW - Metropolitan planning organizations KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users KW - Stewardship KW - Transportation planning UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2381 UR - https://trid.trb.org/view/1232964 ER - TY - ABST AN - 01464454 TI - Synthesis of Information Related to Highway Problems. Topic 40-10. Traffic Signal Retiming Practices in the U.S. AB -

Many agencies have found traffic signal retiming to be one of the most beneficial activities that they can undertake to improve traffic operations at relatively small cost. The Federal Highway Administration has recognized this for some time, encouraging and supporting such efforts across the country. Despite this, many agencies do not consider retiming very often, perhaps because of staff and funding shortages, perhaps because it is not part of their normal transportation programs, or perhaps because they still do not realize the high benefit-cost ratio. In light of this situation, it would be appropriate to conduct a synthesis study of signal retiming practices across the US.

KW - Benefit cost analysis KW - Highway operations KW - Traffic signal cycle KW - Traffic signal timing UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2528 UR - https://trid.trb.org/view/1232684 ER - TY - RPRT AN - 01538254 AU - Baird, Malcolm E AU - Vanderbilt University AU - Southeastern Transportation Center AU - Research and Innovative Technology Administration TI - Overview of Freeway Service Patrols in the United States PY - 2008/11//Final Report SP - 36p AB - This report provides an overview of freeway service patrols (FSPs) in the U.S., including information about organizations and resources, operating practices, vehicles and equipment, and the types and levels of services offered. The information was gathered over a four month period in mid-2008 relying primarily on web searches, telephone interviews, and a survey of FSP operators. The most important objective of the project was to develop a complete and accurate directory of FSPs—to facilitate exchange of information among FSP operators and to enable additional FSP research. KW - Freeway operations KW - Freeway service patrols KW - Surveys KW - United States KW - Vehicles and equipment UR - http://www.safehighways.org/wp-content/uploads/2011/05/FSP_FinalReportNov2008-Malcolm-Baird.pdf UR - https://trid.trb.org/view/1322933 ER - TY - RPRT AN - 01526430 AU - Delaware Valley Regional Planning Commission AU - Federal Transit Administration TI - Dots & Dashes: Piecing Together Transit’s Future PY - 2008/11 SP - 33p AB - Dots & Dashes is an interactive board game that is used at public planning meetings to engage stakeholders in long range transit planning. Groups of three to six people use game pieces with monetary values to choose the priorities of transit projects. The intent of this project was to bring a "bottom-up" style of public engagement to Delaware Valley residents and stakeholders for their long range public transit planning project. The project was funded by Federal Transit Administration's (FTA’s) Public Transportation Participation Program (PTP). A board game was developed to both review group preferences as well as teach its participants about negotiations and constraints within the planning process. KW - Delaware Valley KW - Education KW - Long range planning KW - Public transit KW - Stakeholders UR - http://www.fta.dot.gov/documents/FTA_Report_No._0044.pdf UR - https://trid.trb.org/view/1308236 ER - TY - RPRT AN - 01479823 AU - Olivares, Gerardo AU - Wichita State University AU - Federal Transit Administration TI - Crashworthiness Evaluation of Mass Transit Buses PY - 2008/11 SP - 33p AB - Mass transit bus systems are an integral part of the national transportation network, serving more than 20.6 billion passenger-miles per year with a relatively low fatality rate. Bus occupant injuries are evenly distributed among crashes on all sides of the bus, while fatalities primarily result from frontal crashes. The three primary objectives of this crashworthiness research were to (1) characterize the structural response of mass transit buses, (2) characterize the occupant kinematics and injury mechanisms in mass transit bus interiors, and (3) develop interior design concepts and crashworthiness design procedures for mass transit buses. For better understanding of how injuries and damage result from bus crashes, this research used computational and virtual reality methods to model crash effects on buses and their occupants and full-size sled tests with “crash dummies” of varying sizes to verify the simulation results. The research found that primary mechanisms of injury to occupants are passenger-to-passenger collision and passenger-to-seat-structure impact. The research suggested design guidelines that should reduce occupant injuries and fatalities during side, frontal, and rear-impact collisions of transit buses with various vehicle types. KW - Crashworthiness KW - Fatalities KW - Frontal crashes KW - Injuries KW - Occupant protection devices KW - Side crashes KW - Sled tests KW - Transit buses UR - http://www.fta.dot.gov/documents/FTA_Report_No._0021.pdf UR - http://ntl.bts.gov/lib/55000/55500/55507/FTA_Report_No._0021.pdf UR - https://trid.trb.org/view/1248175 ER - TY - RPRT AN - 01472432 AU - Mielke, Jon AU - Mattson, Jeremy AU - Ripplinger, David AU - Upper Great Plains Transportation Institute AU - Federal Transit Administration TI - Assessing Impacts of Rising Fuel Prices on Rural Native Americans PY - 2008/11 SP - 39p AB - Rising fuel prices have a greater relative impact on rural residents, based on the premise that rural incomes are lower than urban incomes and that rural residents travel more miles via personal vehicle each year than city dwellers. Given the fact that many Indian reservations are extremely rural and have some of the lowest income levels in the nation, it seems logical to assume that Native Americans in rural areas may be among the most impacted by rising fuel prices. This paper tests this hypothesis. The New York Times reported on June 9, 2008, that rural residents are impacted more by rising gasoline prices than their urban counterparts. The reasons for the differential are lower rural income levels and longer commute distances. The article noted that while urban dwellers may spend 4% or less of their income on gasoline, some rural residents reportedly spend over 13% of their income on motor fuel (Krauss 2008). A primary source of the New York Times report was a “Pain At The Pump” study conducted by the Oil Price Information Service (OPIS), a fuel analysis firm based in Gaithersburg, Maryland. OPIS collects weekly fuel price data that is used and disseminated by the American Automobile Association (AAA). OPIS used state-level per capita vehicle miles traveled data compiled by the Bureau of Transportation Statistics, 2004 county-level household income data available from the U.S. Census Bureau, and local fuel prices to determine what percentage of household incomes are spent on motor fuel (Atkins 2008). This study will review comparable, updated, and more specific data for rural counties that are comprised of at least 25% Native Americans. These counties will be compared with national averages, the states that the highly Native counties are located in, and select urban areas of the country. This comparison will also include some of the highly impacted counties identified in the OPIS report. KW - Economic impacts KW - Low income groups KW - Motor fuels KW - Native Americans KW - Prices KW - Rural areas KW - Trip length UR - http://www.ugpti.org/pubs/pdf/DP208.pdf UR - https://trid.trb.org/view/1243492 ER - TY - RPRT AN - 01352915 AU - L'Hereux, Richard A AU - Hendricks, Blair AU - Taflan, Emily AU - NewWest Strategies, Incorporated AU - Montana Department of Transportation AU - Federal Highway Administration TI - Business Market Analysis: Improving Contractor Outreach PY - 2008/11//Final Report SP - 123p AB - In 2006, the Montana Department of Transportation (MDT) in cooperation with the Office of Disadvantaged Business Enterprises (DBE) commissioned a market analysis with the intent of developing improvements in their contractor and vendor outreach programs. MDT selected NewWest Strategies, Inc. (NWS) of Helena, Montana, under the supervision of a special oversight committee with representatives from MDT and DBE to conduct the analysis and provide MDT/DBE with a "Marketing Tool Kit" that could be used to increase contractor and vendor participation in MDT projects. In Phase One of the project, NWS conducted a triangulated market study to assess current environmental conditions, compare those results with current MDT/DBE capabilities, and develop improvement recommendations. In Phase Two, NWS used the data from Phase One to develop a marketing toolkit, which included a suggested market strategy, suggested improvements to the MDT web site, suggested outreach materials, and example checklists to facilitate contractor/vendor participation in MDT projects. KW - Contractors KW - Disadvantaged business enterprises KW - Market assessment KW - Montana KW - Montana Department of Transportation KW - Outreach KW - Toolkits UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/business_market/final_report.pdf UR - https://trid.trb.org/view/1117525 ER - TY - RPRT AN - 01343909 AU - Sytsma, Mark AU - Portland State University AU - Oregon Transportation Research and Education Consortium AU - Research and Innovative Technology Administration TI - Road Ecology Course and Seminar Series PY - 2008/11//Final Report SP - 44p AB - A course and seminar series in Road Ecology was offered in the Environmental Science and Management Program at Portland State University (PSU) in 2007 and 2008 to introduce the field to PSU students and faculty. Guest lectures by practitioners and field trips provided a real-life perspective to students. Student proposals and projects demonstrated the students’ mastery of the concepts and critical research needs in the field. The project stimulated preparation of two Oregon Transportation Research and Education Consortium (OTREC) proposals by PSU faculty, one of which was successful. At least one student chose Road Ecology as a field of graduate study as a result of the course. Also as a result of the interaction of PSU faculty and students with guest speakers in the seminar series, a National Science Foundation (NSF) Integrative Graduate Education and Research Traineeship (IGERT) proposal is under development in collaboration with the University of California, Davis. This course will be offered regularly at PSU if adequate funding is available. KW - Ecology KW - Education KW - Field studies KW - Highways KW - Portland State University (Oregon) KW - Workshops UR - http://otrec.us/project/21 UR - https://trid.trb.org/view/1106045 ER - TY - RPRT AN - 01340792 AU - Apel, Derek AU - Missouri University of Science and Technology, Rolla AU - Research and Innovative Technology Administration TI - Back Movement Monitor Field Testing: Summary Report PY - 2008/11//Final Report SP - 9p AB - The project consisted of development of the High Resolution Target Movement Monitor (HRTMM) and laboratory and field testing of the designed movement monitor. Laboratory evaluation included verification of the theories developed for determining the monitor’s maximum sensitivity and error as well developing procedures for using the monitor in various environmental conditions. Variables such as target surface roughness, laser incidence angle, lens focal length, lens filter color, digital camera parameters, and ambient lighting conditions were tested to determine their effect on the monitor’s usability and functionality. Field evaluation of the movement monitor included installing the monitor in an active underground lead mine and testing its response to fog particles, vibration from nearby machinery and mine explosions, and its ability to properly function in that particular atmosphere. KW - Earth walls KW - Embankments KW - Field tests KW - Mines KW - Monitoring KW - Seismicity KW - Vibration UR - http://transportation.mst.edu/media/research/transportation/documents/R183_CR.pdf UR - https://trid.trb.org/view/1102823 ER - TY - RPRT AN - 01156898 AU - Federal Motor Carrier Safety Administration TI - Commercial Vehicle Information Systems and Networks (CVISN) Operational and Architectural Compatibility Handbook (COACH), Part 1: Operational Concept and Top-Level Design Checklists PY - 2008/11 SP - 94p AB - This handbook provides a comprehensive checklist of what is required to conform with the Commercial Vehicle Information Systems and Networks (CVISN) operational concepts and architecture. It is intended for use by state agencies with a motor carrier regulatory function. Other readers may include motor carriers and developers/operators of CVISN Core Infrastructure systems. This document defines the Core CVISN criteria. The document includes several types of checklists related to operational concepts and top-level design. KW - Commercial vehicle operations KW - Commercial vehicles KW - CVISN (Program) KW - Handbooks KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/jpodocs/rept_mis/9865.pdf UR - https://trid.trb.org/view/917318 ER - TY - RPRT AN - 01156873 AU - Applied Physics Laboratory AU - Federal Motor Carrier Safety Administration TI - Introductory Guide to CVISN, Baseline Version 1.0 PY - 2008/11//Baseline Version 1.0 SP - 60p AB - This guide is intended to answer basic questions about the Commercial Vehicle Information Systems and Networks (CVISN) Program. It is primarily intended for state administrators of motor carrier programs related to safety, credentials, fuel tax, and size and weight regulation. KW - Commercial vehicle operations KW - Commercial vehicles KW - CVISN (Program) KW - Guidelines KW - Information systems KW - Motor carriers UR - http://cvisn.fmcsa.dot.gov/downdocs/cvisndocs/guides/escrn_v1/pdf_all1/es_v1pdf.pd UR - https://trid.trb.org/view/917321 ER - TY - RPRT AN - 01156865 AU - Applied Physics Laboratory AU - Federal Motor Carrier Safety Administration TI - Commercial Vehicle Information Systems and Networks (CVISN) Glossary, Baseline Issue PY - 2008/11//Baseline Issue SP - 92p AB - This document defines terms and abbreviations used in current Commercial Vehicle Information Systems and Networks (CVISN) documents and used in activities relevant to development of a national Intelligent Transportation System (ITS) system architecture for commercial vehicle operations (CVO). This document may serve as a basic reference for anyone who is interested or involved in CVO systems. KW - Commercial vehicle operations KW - Commercial vehicles KW - CVISN (Program) KW - Definitions KW - Glossaries KW - Information systems KW - Intelligent transportation systems UR - http://ntl.bts.gov/lib/16000/16300/16387/PB2000103626.pdf UR - https://trid.trb.org/view/917322 ER - TY - RPRT AN - 01155056 AU - Hursh, Steven R AU - Raslear, Thomas G AU - Kaye, A Scott AU - Fanzone, Joseph F AU - Institutes for Behavior Resources AU - Federal Railroad Administration TI - Validation and Calibration of a Fatigue Assessment Tool for Railroad Work Schedules, Final Report PY - 2008/11//Final Report SP - 71p AB - This report summarizes the results of a project to demonstrate a method to validate and calibrate a fatigue model. The project examined 30-day work histories of locomotive crews prior to 400 human factors accidents and 1000 nonhuman factors accidents. A biomathematical fatigue model estimated crew effectiveness (the inverse of fatigue) based entirely on work schedule information and opportunities to obtain sleep. A reliable linear relationship existed between crew effectiveness and the risk of human factors accidents (r = - 0.93), but not for nonhuman factors accidents. A reliable time of day variation occurred in human factors accidents (r = 0.71). The risk of human factors accidents was elevated at any effectiveness scores below 90 and increased progressively with reduced effectiveness. At an effectiveness score ≤ 50, human factors accidents were 65 percent more likely than chance. Human factors accident risk increases reliably when effectiveness goes below 70, a value that is the rough equivalent of a 0.08 blood alcohol level or 21 hour wakefulness following 8-hour sleep. Below an effectiveness score of 70, accident cause codes indicated the kinds of operator errors consistent with fatigue, confirming that the relationship between accident risk and effectiveness was meaningful. Consistent night workers were estimated to spend a majority of time working between effectiveness 60 to 80; a significantly larger proportion of accidents had human factors causes (37%) compared to day workers (27%). KW - Calibration KW - Crash risk forecasting KW - Fatigue (Physiological condition) KW - Hours of labor KW - Human error KW - Human factors in crashes KW - Mathematical models KW - Periods of the day KW - Railroad crashes KW - Train crews KW - Validation UR - http://www.fra.dot.gov/Elib/Document/2899 UR - https://trid.trb.org/view/915759 ER - TY - RPRT AN - 01154795 AU - Abu-Farsakh, Murad Y AU - Chen, Qiming AU - Yoon, Sungmin AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Use of Reinforced Soil Foundation (RSF) to Support Shallow Foundation PY - 2008/11//Final Report SP - 218p AB - This research study aims at investigating the potential benefits of using reinforced soil foundations to improve the bearing capacity and reduce the settlement of shallow foundations on soils. To implement this objective, a total of 117 tests, including 38 laboratory model tests on silty clay embankment soil, 51 laboratory model tests on sand, 22 laboratory model tests on Kentucky crushed limestone, and 6 large scale field tests on silty clay embankment soil, were performed at the Louisiana Transportation Research Center to study the behavior of reinforced soil foundations. The influences of different variables and parameters contributing to the improved performance of reinforced soil foundation were examined in these tests. In addition, an instrumentation program with pressure cells and strain gauges was designed to investigate the stress distribution in soil mass with and without reinforcement and the strain distribution along the reinforcement. The test results showed that the inclusion of reinforcement can significantly improve the soil’s bearing capacity and reduce the footing settlement. The geogrids with higher tensile modulus performed better than geogrids with lower tensile modulus. The strain developed along the reinforcement is directly related to the settlement, and therefore higher tension would be developed for geogrid with higher modulus under the same footing settlement. The test results also showed that the inclusion of reinforcement will redistribute the applied load to a wider area, thus minimizing stress concentration and achieving a more uniform stress distribution. The redistribution of stresses below the reinforced zone will result in reducing the consolidation settlement of the underlying weak clayey soil, which is directly related to the induced stress. Insignificant strain measured in the geogrid beyond its effective length of 4.0~6.0B indicated that the geogrid beyond this length provides a negligible extra reinforcement effect. Additionally, finite element analyses were conducted to assess the benefits of reinforcing embankment soil of low to medium plasticity and crushed limestone with geogrids beneath a strip footing from the perspective of the ultimate bearing capacity and footing settlement. Based on the numerical study, several geogrid-reinforcement design parameters were investigated. KW - Bearing capacity KW - Crushed limestone KW - Embankment foundations KW - Field tests KW - Finite element method KW - Geogrids KW - Laboratory tests KW - Load cells KW - Reinforced soils KW - Sand KW - Settlement (Embankments) KW - Shallow foundations KW - Silty clays KW - Strain (Mechanics) KW - Strain gages KW - Stresses KW - Strip footings UR - http://www.ltrc.lsu.edu/pdf/2010/fr_423_full_report.pdf UR - https://trid.trb.org/view/915920 ER - TY - RPRT AN - 01153476 AU - Federal Transit Administration TI - Before and After Studies of New Starts Projects: Report to Congress PY - 2008/11//Report to Congress SP - 10p AB - The 1993 Government Performance and Results Act (GPRA) requires that Federal agencies improve the effectiveness of their programs and their accountability to the public by focusing on results, service quality, and customer satisfaction. The Act further requires that Federal agencies improve program management and congressional decision-making by assembling objective information about program results and achievement of statutory objectives. As part of its program to implement the GPRA, the Federal Transit Administration (FTA) included in the Final Rule on Major Capital Investment Projects (New Starts, 49 CFR Part 611) (published on December 7, 2000, effective April 7, 2001) several provisions that integrated Before and After Studies into the New Starts project development process. Section 611.7(c)(4) of the Final Rule requires that the sponsor of a New Starts project develop, early in Final Design, a plan to identify the impacts of the project and to examine the accuracy of forecasts for the project. Section 611.7(d) (7) made agreement on the plan between FTA and the sponsor a condition of a Full Funding Grant Agreement (FFGA) (or by extension, a Project Construction Grant Agreement (PCGA)) for the project. An FFGA (or PCGA, by extension) executed after April 7, 2001 therefore included completion of the study according to the agreed-upon plan as a requirement of the New Starts grant for the project. Title III – Public Transportation of the “SAFE, ACCOUNTABLE, FLEXIBLE, EFFICIENT TRANSPORTATION EQUITY ACT: A LEGACY FOR USERS” (SAFETEA-LU) amended Section 5309 (g)(2)(C) of title 49, United States Code, to codify the requirement for applicants for an FFGA to prepare Before and After Studies. In addition to meeting the legislative requirements, FTA intends for the Before and After Study to benefit the larger transit community through the dissemination of study results and findings. In that vein, the Before and After Study requirement has two other distinct and important purposes: (1) To expand insights into the costs and impacts of major transit investments. (2) To improve the technical methods and procedures used in the planning, design and construction of those transit projects. This is the third Before and After Studies Report to Congress. It discusses two draft Before and After Studies received by the FTA since the last report. Both project sponsors were required to complete a Before and After Study due to an amended FFGA; the original FFGA was signed prior to the Before and After Study requirement. KW - Before and after studies KW - Government funding KW - New Starts Program KW - Public transit KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users UR - http://www.fta.dot.gov/12907_9197.html UR - https://trid.trb.org/view/914894 ER - TY - RPRT AN - 01153268 AU - Adams, Teresa M AU - Juni, Emil AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - Compass 2008 Data Analysis and Reporting PY - 2008/11//Final Report SP - 91p AB - The Compass Annual Report is issued each year to communicate the condition of Wisconsin’s state highway network and to demonstrate accountability for maintenance expenditures. The primary audience for this report includes Maintenance Supervisors and Operations Managers at the Wisconsin Department of Transportation (WisDOT) and partner organizations including the 72 counties. Compass reports are used to understand trends and conditions, prioritize resources, and set future target condition levels for the state highway system. The condition data are also used to estimate the costs to reduce maintenance backlogs to varying levels of service. This report includes data on traveled ways (paved traffic lanes), shoulders, drainage, roadsides, selected traffic devices, specific aspects of winter maintenance activities, and bridges. The report does not include measures for preventive maintenance, operational services (like traveler information and incident management), or electrified traffic assets (like signals and lighting). It is important to consider what is not in the report when using this information to discuss comprehensive investment choices and needs. KW - Annual reports KW - Bridges KW - Data analysis KW - Drainage KW - Expenditures KW - Highway maintenance KW - Paved shoulders KW - Roadside KW - State highways KW - Traffic control devices KW - Winter maintenance KW - Wisconsin UR - http://www.wistrans.org/cfire/documents/FR_CFIRE_03-03.pdf UR - https://trid.trb.org/view/914868 ER - TY - RPRT AN - 01147417 AU - Evans, L AU - Smith, Kelly L AU - Gharaibeh, N G AU - Darter, Michael I AU - Applied Research Associates, Incorporated AU - Florida Department of Transportation AU - Federal Highway Administration TI - Development and Implementation of a Performance-Related Specification for SR 9a, Florida: Final Report PY - 2008/11//Final Report SP - 78p AB - The primary objective of this study was to develop, implement, and evaluate a Level 1 performance-related specification (PRS) for the construction of a jointed plain concrete pavement in the State of Florida. The study included an evaluation of the construction quality levels achieved on recent Florida JPCP projects and the formulation of a Level 1 PRS using the results of the quality evaluation and defined Florida Department of Transportation (FDOT) pavement practices as a basis. The Level 1 PRS defined the sampling and testing requirements for three acceptance quality characteristics (AQCs): thickness, strength, and smoothness. The corresponding performance-based pay factor curves were developed for each AQC. The Level 1 PRS was included as an overriding special provision in the July 2001 letting of the paving project SR 9A (I-295 Leg) in southeast Jacksonville, Florida. Construction of the PRS project took place in 2004–05. Three lanes and tied shoulders were placed in both directions. AQC measurements obtained from the project were used to compute PRS pay factors and establish pay adjustments for the contractor. The higher-than-target (i.e., higher-than-design) quality levels achieved by the contractor resulted in significant pay increases for the contractor under the PRS. Feedback from FDOT and the contractor indicated that this first PRS implementation in Florida was successful, particularly with respect to the layouts of lots and sublots and quality achieved. Several suggestions were received to improve and streamline the PRS process. KW - Acceptance tests KW - Compressive strength KW - Concrete pavements KW - Florida KW - Jacksonville (Florida) KW - Pay adjustments KW - Pay factors KW - Performance based specifications KW - Quality control KW - Road construction KW - Smoothness KW - Thickness UR - http://www.fhwa.dot.gov/pavement/concrete/pubs/hif09016/hif09016.pdf UR - https://trid.trb.org/view/907658 ER - TY - RPRT AN - 01146342 AU - Hamilton, Steven L AU - C & S Management Associates AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Evaluation of Risk Factors for Repeat DUI Offenses PY - 2008/11//Final Report SP - 24p AB - This report addresses the relationship between individuals having minor consuming (MC) court cases and the likelihood of DUI offenses later in life. The project’s research design used secondary data from the Alaska Court System. Research identified individuals with MC cases during the period 1995-1999 and those that had DUI court cases during the period 1995-2006 (database date intervals constrained by available data). Findings indicate 24.4 percent of youth with MC arrests go on to have DUI offenses before their 31st birthday. The author considers this a very conservative figure because Alaska DUI data shows more than 50 percent of DUI cases are associated with individuals 31 years of age or older (not possible to quantify with available data). People with minor consuming cases were found more likely than others in the same age groups to get a DUI in any given year, with the difference most pronounced in the 20 to 24 year old group. Research also found that multiple minor consuming arrests correlated with higher DUI arrest rates, although minor consuming arrests (single or multiple) appeared not to correlate significantly with multiple DUI offenses. KW - Alaska KW - Alcohol use KW - Courts KW - Drunk drivers KW - Drunk driving KW - Repeat offenders KW - Risk analysis UR - http://dot.alaska.gov/stwddes/research/assets/pdf/fhwa_ak_rd_09_02.pdf UR - https://trid.trb.org/view/905491 ER - TY - RPRT AN - 01142764 AU - Federal Railroad Administration TI - Self-Powered Wireless Brake Health Monitor PY - 2008/11//Research results SP - 4p AB - The health of the brake system has a dramatic impact on railroad freight car safety and maintenance costs. Scheduled inspections detect many component failures. However, there has been no way to monitor the condition of the brake system in real time. A logical approach is to measure the actual braking force provided by each brake shoe. If the brake force is too low, safety is at risk. If the brake shoe is replaced before the end of its lifetime, maintenance and operating costs are increased. KW - Braking performance KW - Freight transportation KW - Operating costs KW - Railroad traffic KW - Railroad transportation KW - Risk assessment KW - Safety engineering UR - http://www.fra.dot.gov/Elib/Document/2015 UR - https://trid.trb.org/view/902894 ER - TY - RPRT AN - 01142529 AU - Federal Railroad Administration TI - Quick-Release Emergency Egress Panels for Cab Car End Door PY - 2008/11//Research Results SP - 4p AB - There were two major objectives of this Small Business Innovative Research (SBIR) research effort. The first was to define requirements for a quick-release emergency egress panel for cab car end doors and develop concepts for the panel that meet those requirements. The second was to evaluate and rank the concepts, and then identify those most suitable design for further development. KW - Crashworthiness KW - Derailments KW - Disaster preparedness KW - Egress KW - Panels KW - Railroad cars KW - Railroad crashes KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/2017 UR - https://trid.trb.org/view/902885 ER - TY - RPRT AN - 01142509 AU - Association of American Railroads AU - Federal Railroad Administration TI - Improving the Wheel/Rail Performance on Amtrak's Northeast Corridor PY - 2008/11//Research Results SP - 4p AB - A collaborative program was initiated in 2001 by the Federal Railroad Administration (FRA) with a goal of migrating best practices from heavy-haul applications and other operations to U.S. commuter agencies. This program focused on field review of existing practices and the development and validation of improved practices on a working railroad, in this case the Amtrak Northeast Corridor. Improved wheel-rail profiles have been developed and tested, wayside lubrication practices improved, top-of-rail friction modification tested and validated, and a strategic rail grinding program developed and implemented. KW - Amtrak KW - Best practices KW - Cooperation KW - Northeast Corridor KW - Railroad tracks KW - Railroad transportation KW - Rolling contact KW - Wayside signals KW - Wheel profiles UR - http://ntl.bts.gov/lib/42000/42900/42902/rr0822.pdf UR - https://trid.trb.org/view/902729 ER - TY - RPRT AN - 01142505 AU - Federal Railroad Administration TI - Fracture and Fatigue Evaluation of Slot-Welded Railhead Repairs PY - 2008/11//Research Results SP - 4p AB - Slot welding is a new method that can be used to repair defects that may be present in the head of the rail. In this method, instead of using a plug rail as is done in all other defect removal techniques, the defect is removed from the railhead via machining a perpendicular slot containing the defect. The slot is then heated to a specified temperature. Once the rail reaches the desired temperature, the slot is filled using gas metal arc welding (GMAW). Any excess weld material is then ground to conform to the contour of the railhead. Based on encouraging results of this projects preliminary work, the goal of the current effort is to perfect this welding process. KW - Fatigue tests KW - Fracture properties KW - Gas metal arc welding KW - Railroad tracks KW - Slot welding KW - Welded joints KW - Welding UR - http://www.fra.dot.gov/Elib/Document/2063 UR - https://trid.trb.org/view/902723 ER - TY - RPRT AN - 01142363 AU - Garrett, J Kyle AU - Boyce, Brenda AU - Krechmer, Daniel AU - Perez, William AU - Mixon/Hill, Inc. AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration TI - Implementation and Evaluation of RWIS ESS Siting Guide PY - 2008/11//Final Report SP - 83p AB - This report summarizes the effort initiated by FHWA in 2007 to update the "Road Weather Information System Environmental Sensor Station Siting Guide", published in 2004. A stakeholder process was conducted in order to document experience with implementation of the ESS Siting Guidelines. An initial phone outreach was conducted to nine DOTs. Most of these agencies have extensive RWIS, although most of the systems were implemented prior to issuance of the Guidelines. Three states: Michigan, New Hampshire and Idaho, were selected for site visits and in-depth interviews. The suggested revisions to the Guidelines are based on input from both phases of the stakeholder process. Those familiar with the guidelines generally provided positive feedback. The consensus was that the Guidelines covered most of the major issues in the siting of ESS and provided the necessary information in a concise manner. Knowing that there would be a number of recommended additions to the Guide, one important objective identified early in the process was to maintain the Guidelines as a concise and accessible document that stayed focused on the deployment of ESS. The major change made to the Guide involved the metadata table that was included in the original report. Since the original Guidelines were developed a major effort was conducted as part of the Clarus project do define a standard set of metadata for ESS. An expanded metadata table was thus included in the Guidelines showing Clarus metadata in three categories: required, recommended and optional. The metadata requirements defined for Clarus were quite extensive and may not be realistic for all ESS installations. Some items in the recommended and optional categories were highlighted as not being critical for most DOT requirements. Overall a very limited number of changes were recommended for the guidelines document. Other than the modification to the metadata table, most of the additions were limited, and designed to highlight areas of concern noted by DOTs with ESS experience. It is the case that many agencies are deploying other ITS technologies with ESS; however it was felt that this could greatly expand the document and result in a loss of focus on ESS technology. The feedback from most of the DOTs interviewed was positive and they expressed an interest in using the document for future deployments. Several noted that they would require their contractors to use it. KW - Environmental sensor stations KW - Guidelines KW - Highway maintenance KW - Highway safety KW - Location KW - Metadata KW - Road weather information systems KW - Winter maintenance UR - http://ntl.bts.gov/lib/30000/30700/30706/14448.pdf UR - https://trid.trb.org/view/902533 ER - TY - SER AN - 01142083 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Fini, Eli H AU - Figueroa, Hector D AU - Masson, Jean-Francois AU - McGhee, Kevin K AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration AU - Virginia Department of Transportation TI - Adhesion Testing Procedure for Hot-Poured Crack Sealants PY - 2008/11 IS - 08-026 SP - 105p AB - Crack sealing is a common pavement maintenance treatment because it extends pavement service life significantly. However, crack sealant often fails prematurely due to a loss of adhesion. Because current test methods are mostly empirical and only provide a qualitative measure of bond strength, they cannot predict sealant adhesive failure accurately. Hence, there is an urgent need for test methods based on bituminous sealant rheology that can better predict sealant field performance. This study introduces three laboratory tests aimed to assess the bond property of hot-poured crack sealant to pavement crack walls. The three tests are designed to serve the respective needs of producers, engineers, and researchers. The first test implements the principle of surface energy to measure the thermodynamic work of adhesion, which is the energy spent in separating the two materials at the interface. The work of adhesion is reported as a measure of material compatibility at an interface. The second test is a direct adhesion test, a mechanical test which is designed to closely resemble both the installation process and the crack expansion due to thermal loading. This test uses the Direct Tensile Test (DTT) machine. The principle of the test is to apply a tensile force to detach the sealant from its aggregate counterpart. The maximum load, Pmax, and the energy to separation, E, are calculated and reported to indicate interface bonding. The third test implements the principles of fracture mechanics in a pressurized circular blister test. The apparatus is specifically designed to conduct the test for bituminous crack sealant, asphalt binder, or other bitumen-based materials. In this test, a fluid is injected at a constant rate at the interface between the substrate (aggregate or a standard material) and the adhesive (crack sealant) to create a blister. The fluid pressure and blister height are measured as functions of time; the data is used to calculate Interfacial Fracture Energy (IFE), which is a fundamental property that can be used to predict adhesion. The stable interface debonding process makes this test attractive. This test may also provide a means to quantify other factors, such as the moisture susceptibility of a bond. In addition, the elastic modulus of the sealant and its residual stresses can be determined analytically. While the direct adhesion test is proposed as part of a newly developed performance-based guideline for the selection of hot-poured crack sealant, the blister test can be used to estimate the optimum annealing time and installation temperature. KW - Adhesion KW - Adhesion tests KW - Bonding KW - Fracture mechanics KW - Laboratory tests KW - Pavement cracking KW - Pavement maintenance KW - Sealing compounds KW - Surface energy KW - Test procedures UR - http://ntl.bts.gov/lib/31000/31000/31014/ICT-08-026.pdf UR - https://trid.trb.org/view/901839 ER - TY - SER AN - 01142063 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Yang, Shih-Hsien AU - Elseifi, Mostafa A AU - Dessouky, Samer H AU - Loulizi, Amara AU - Masson, Jean-Francois AU - McGhee, Kevin K AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration AU - Virginia Department of Transportation TI - Characterization of Low Temperature Creep Properties of Crack Sealants Using Bending Beam Rheometry PY - 2008/11 IS - 08-029 SP - 81p AB - Crack sealing has been widely used as a routine preventative maintenance practice. Given its proper installation, crack sealants can extend pavement service life by three to five years. However, current specifications for the selection of crack sealants correlate poorly with field performance. The purpose of this research was to develop performance guidelines for the selection of hot-poured bituminous crack sealants at low temperature. In this part of the research, the creep behavior of crack sealant at low temperature is measured and performance criteria for material selection were developed. Because various pavement and State agencies are well acquainted with and own the Bending Beam Rheometer (BBR), which was developed during the Strategic Highway Research Program (SHRP), an attempt was made to utilize the same setup to test hot-poured bituminous-based crack sealants. Testing conducted in this research project indicated that the standard BBR was inappropriate for testing soft bituminous-based hot-poured crack sealant, even at -40°C. The measured deflection exceeded the BBR limit, for some sealants, after only a few seconds of loading. To address this issue, the moment of inertia of the tested beam was increased by doubling its thickness (from 6.35mm to 12.7mm). For the new beam dimensions, it was found that only 4% of the beam center deflection is due to shear, a value deemed acceptable for sealant evaluation and comparison. In an effort towards developing a robust testing procedure, 15 sealants from various manufacturers were included in the study and tested between –4°C and –40°C. In addition, five sealants, which have known field performance, were tested to validate the laboratory results and establish specification thresholds for the selection guidelines. Since stiffness calculation in the BBR test method requires that measurements be made within the linear region of viscoelastic behavior, validation of this theory was conducted for crack sealants. This was found to be generally the case with crack sealants, which allowed for the use of the time-temperature superposition. If the temperature-superposition principle is applied, the stiffness at 240s at a given temperature can be used to predict the stiffness after 5hr of loading at a temperature that is 6°C lower. With the assumption of linear viscoelastic behavior, sealants performance can be characterized through stiffness, average creep rate, and dissipated energy ratio. Stiffness was found to be sensitive to temperature changes and could be used to differentiate between sealants. The measurements of the average creep rate and the dissipated energy ratio were also found to be valuable in differentiating between sealants. In addition, numerical modeling was used to simulate the mechanical response of crack sealants at low temperatures. Parameters that may be used for evaluating crack sealant cohesive performance using the crack sealant BBR (CSBBR) are the stiffness at 240s, average creep rate, and the dissipated energy ratio. For simplicity, the first two parameters, stiffness at 240s and average creep rate, are recommended for implementation in the sealant performance grade. The recommended thresholds are maximum stiffness of 25MPa and minimum average creep rate of 0.31. KW - Bituminous materials KW - Creep properties KW - Low temperature KW - Pavement cracking KW - Pavement maintenance KW - Rheometers KW - Sealing compounds UR - http://ntl.bts.gov/lib/31000/31000/31017/ICT-08-029.pdf UR - https://trid.trb.org/view/902006 ER - TY - SER AN - 01142046 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Fini, Eli H AU - Masson, Jean-Francois AU - Loulizi, Amara AU - McGhee, Kevin K AU - Elseifi, Mostafa A AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration AU - Virginia Department of Transportation TI - Development of Apparent Viscosity Test for Hot-Poured Crack Sealants PY - 2008/11 IS - 08-027 SP - 44p AB - Current crack sealant specifications focus on utilizing simple empirical tests such as penetration, resilience, flow, and bonding to cement concrete briquettes (ASTM D3405) to measure the ability of the material to resist cohesive and adhesion failures. There is, however, no indication of the pertinence of these standard tests to predict the success of field installation and sealant performance. In an effort to bridge the gap between sealant fundamental properties and field performance, performance-based guidelines for selection of hot-poured crack sealants are currently being developed. This report focuses on the development of the apparent viscosity test method. This test uses a modified version of the Brookfield rotational viscometer. Based on the results of this study, the measured apparent viscosity of hot-poured crack sealant using SC4-27 spindle at 60rpm (20.4s-1) at the recommended installation temperature was determined to be reasonably representative of sealant viscosity at shear rates resembling field application. To ensure measurement consistency and stability, a 20min melting time and a 30-s waiting time prior to data collection are recommended. To establish precision and bias for the test, a round robin testing was conducted among seven laboratories. Average coefficient of variation within and between laboratories was found to be 2% and 6%, respectively. Using the data from the round robin testing, and based on ASTM precision and bias standard (ASTM practices C802 and C670), maximum permissible differences within a laboratory and between laboratories were found to be 4.6% and 16.9%. Considering the high polymer or crumb rubber content in crack sealants and sealant temperature sensitivity, the repeatability and reproducibility of the developed test is within an acceptable range. These values are comparable to those of asphalt binder: 3.5% and 14.5% based on ASTM D4402-02 and 3.5% and 12.1% based on AASHTO 2006 T316. KW - Pavement cracking KW - Pavement maintenance KW - Sealing compounds KW - Test procedures KW - Viscometers KW - Viscosity UR - http://ntl.bts.gov/lib/31000/31000/31015/ICT-08-027.pdf UR - https://trid.trb.org/view/902005 ER - TY - SER AN - 01142043 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Al-Qadi, Imad L AU - Yang, Shih-Hsien AU - Masson, Jean-Francois AU - McGhee, Kevin K AU - University of Illinois, Urbana-Champaign AU - Federal Highway Administration AU - Virginia Department of Transportation TI - Characterization of Low Temperature Mechanical Properties of Crack Sealants Utilizing Direct Tension Test PY - 2008/11 IS - 08-028 SP - 71p AB - Crack sealing has been widely used as a routine preventative maintenance practice. Given its proper installation, crack sealants can extend pavement service life by three to five years. However, current specifications for the selection of crack sealants correlate poorly with field performance. The purpose of this research was to develop performance guidelines for the selection of hot-poured bituminous crack sealants at low temperature. This was accomplished by measuring the mechanical properties of crack sealant at low temperature and then developing performance criteria for material selection. The modified direct tension test (DTT), crack sealant direct tension test (CSDTT), simulates the in-situ loading behavior of crack sealants in the laboratory. A modified dog-bone specimen geometry, which allows specimens to be stretched up to 95%, is recommended. This new specimen geometry also facilitates sample preparation. Tensile force is applied to the dog-bone specimen, with its effective gauge length of 20.3mm, and is pulled at a deformation rate of 1.2mm/min. Fifteen sealants were tested at various temperatures, and three performance parameters are suggested as indicators of sealant performance: extendibility, percent modulus reduction, and strain energy density. Extendibility, which is used to assess the degree of deformation undergone by a sealant at low temperature before it ruptures or internal damage is observed, is recommended as a measured parameter to be included in the performance-based guidelines for the selection of hot-poured crack sealants. Extendibility thresholds were defined as function of low service temperatures. The CSDT is conducted at +6oC above the lowest in service temperature because of the relatively high test loading rate compared to in-situ crack sealant movement rate. KW - Low temperature KW - Mechanical properties KW - Pavement cracking KW - Pavement maintenance KW - Sealing compounds KW - Tension tests UR - http://ntl.bts.gov/lib/31000/31000/31016/ICT-08-028.pdf UR - https://trid.trb.org/view/902011 ER - TY - RPRT AN - 01139514 AU - Reza, Farhad AU - Ohio Northern University, Ada AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Structural Health Monitoring of HAN-30-0295 Highway Bridge PY - 2008/11//Final Report SP - 79p AB - HAN-30-0295 (SFN 3201112) Highway Bridge is located in Hancock County, approximately 4 miles north of Ada, Ohio. The bridge is a two-lane highway bridge carrying State Route OH-235 over US-30. The superstructure is of a deck-and-girder type consisting of five precast prestressed concrete I-girders. The bridge consists of two simple spans of approximately 121-ft, made continuous at the intermediate pier. Cracking of the concrete diaphragms at the intermediate pier location was observed. The primary objective of the research was to assist the ODOT District One Office in conducting structural health monitoring of the HAN-30-0295 Bridge. Specifically, the objectives were to: (i) Develop an understanding of the possible causes of the problem and the mechanisms at work; (ii) Conduct temperature differential measurements across the depth of the girders; (iii) Conduct a diagnostic load test using a dump truck while monitoring strains in the girders to obtain information on the physical behavior of the structure including continuity for live loads, strength of the girders, fixity at the abutments and distribution of the live load; (iv) Develop an analytical (finite element) model of the bridge; and (v) Use data obtained from objectives (iii) and (iv) to perform load rating of the structure. The net effect of creep and shrinkage can lead to positive moment at the pier. In addition, positive temperature gradients can create positive moment at the piers. Often these effects are not taken into account explicitly by the designer, as was the case in this particular bridge. The results from this study show that temperature effects alone could create a moment exceeding 1.2Mcr which is sufficient to cause the type of cracking seen. The results from the diagnostic load test show that the beams in service have higher strength than designed. Results also indicate that there is significant continuity developed at the abutments which lowers the maximum positive moment induced in the beams from live load. The recommendation for the studied bridge is that no remedial action is necessary. Recommendations for future bridge designs are to require consideration of thermal and creep and shrinkage effects by design engineers; utilize bond breakers between girders and diaphragms; and delay the pouring of the deck to allow for more differential shrinkage to take place. KW - Bridge design KW - Cracking KW - Creep KW - Diaphragms (Engineering) KW - Finite element method KW - Girder bridges KW - Girders KW - Hancock County (Ohio) KW - Highway bridges KW - Load rating (Bridges) KW - Load tests KW - Mathematical models KW - Prestressed concrete KW - Shrinkage KW - Structural health monitoring KW - Temperature measurement UR - http://worldcat.org/oclc/318362871/viewonline UR - https://trid.trb.org/view/899876 ER - TY - RPRT AN - 01138760 AU - Federal Highway Administration TI - Economics: Pricing, Demand, and Economic Efficiency - A Primer PY - 2008/11 SP - 24p AB - The concept of tolling and congestion pricing is based on charging for access and use of our roadway network. It places responsibility for travel choices squarely in the hands of the individual traveler, where it can best be decided and managed. This primer describes the underlying economic rationale for congestion pricing and how it can be used to promote economic efficiency. It lays out the basic theory of travel demand and traffic flow and shows how inefficient pricing of the road network helps create an economic loss to society, as well as the means by which this can be alleviated through pricing. KW - Congestion pricing KW - Economic efficiency KW - Economics KW - Traffic flow theory KW - Travel demand UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08041/fhwahop08041.pdf UR - http://ntl.bts.gov/lib/55000/55700/55762/FHWAHOP08041.PDF UR - https://trid.trb.org/view/898978 ER - TY - RPRT AN - 01138309 AU - Falteisek, M AU - Virga, M AU - Blum, J AU - Federal Aviation Administration TI - ATO Safety Management System (SMS) PY - 2008/11 SP - 43p AB - SMS is an integrated collection of processes, procedures, policies, and programs used to define, assess, and manage the safety risk in the provision of Air Traffic Control (ATC) and navigation services. KW - Air traffic control KW - Aircraft pilotage KW - Aircraft separation KW - Airport runways KW - Airports KW - Aviation safety KW - Decision making KW - Navigation KW - Risk analysis UR - http://www.aci-na.org/static/entransit/smsbalt_faa_ato.pdf UR - https://trid.trb.org/view/898436 ER - TY - RPRT AN - 01138211 AU - Evans, Leonard AU - Harris, J AU - Terrill, E AU - MacIsaac, J D AU - National Highway Traffic Safety Administration TI - Effects of Varying the Levels of Nitrogen in the Inflation Gas of Tires on Laboratory Test Performance PY - 2008/11//Final Report SP - 50p AB - Air is approximately 78 percent nitrogen (N(sub 2)), 21 percent oxygen (O(sub 2)), and 1 percent other gases. The inflation of tires with gas mixtures containing more than 90 percent nitrogen has long been claimed to be beneficial to tire performance, and commercial systems that use nitrogen to inflate tires are widely available. In an effort to study the effects of inflation gas composition on vehicle tire performance, new passenger car tires and light-truck tires were inflated with nitrogen, air, or a 50/50 N(sub 2)/O(sub 2) mixture and tested for performance in one of three laboratory tests: Static inflation pressure loss, rolling resistance, or accelerated oven-aging followed by a roadwheel durability test. In the 90-day static laboratory test, the inflation pressure loss for new tires inflated with nitrogen was approximately two-thirds of the loss rate of new tires inflated with air. Similar differences between nitrogen and air permeation rates in new tires were found under dynamic, loaded laboratory roadwheel testing. An analysis of oxygen levels in the inflation gas of 76 tires that were currently in service on passenger vehicles, and which were all originally inflated and topped-off with air (21% O(sub 2)), showed that the inflation gas dropped to an average of 15 percent O(sub 2) after about three years of service. This can be attributed to the faster diffusion rate of oxygen through the tires relative to nitrogen during on-vehicle service, which increases the percentage of nitrogen in the tire cavity to well above the 78 percent N(sub 2) in normal air. Therefore, barring tire punctures, deflation, etc., the relative benefits of nitrogen versus air inflation on pressure loss rate will reduce over time. The laboratory rolling resistance of new tires was tested at two different laboratories, using air or nitrogen inflation, and capped or regulated pressure. u0916 KW - Environmental impacts KW - Gases KW - Laboratory tests KW - Nitrogen KW - Passenger vehicles KW - Rolling contact KW - Tire pressure KW - Tires UR - http://www.nhtsa.gov/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2009/811094.pdf UR - https://trid.trb.org/view/898293 ER - TY - RPRT AN - 01135505 AU - Reconnecting America's Center for Transit-Oriented Development AU - Federal Transit Administration TI - Capturing the Value of Transit PY - 2008/11 SP - 38p AB - Over the past decade, it has become increasingly clear that the presence of transit can increase property values and result in valuable development opportunities. In this era of constrained transit funding and widespread demand for new and expanded transit systems, policy makers, transit planners and elected officials are increasingly interested in harnessing a portion of the value that transit confers to surrounding properties to fund transit infrastructure or related improvements in station areas. This idea, known as value capture, is much discussed in planning, transit, and local government circles. However, confusion abounds. Where does the value come from. What is the best way to measure it. And, most importantly, what is the best way to capture this value. This purpose of this report is to offer a more nuanced and meaningful understanding of value capture strategies, focusing specifically on the potential to capture increased property values for the purpose of funding transit. There is a growing awareness in the United States that public transit offers numerous economic, social, and environmental benefits, and the perceived value of these benefits is, to a certain extent, reflected in increased property values near transit stations. Americans are increasingly prioritizing the advantages provided by neighborhoods near transit, including economic savings to households, reduced carbon emissions, healthier lifestyles, fewer traffic accidents, and reduced suburban sprawl KW - Demographics KW - Economic development KW - Households KW - Property values KW - Public transit KW - Rail transit facilities KW - Rapid transit KW - Transportation planning KW - Travel demand KW - Urban areas UR - http://www.reconnectingamerica.org/public/download/ctodvalcapture110508v2 UR - https://trid.trb.org/view/891716 ER - TY - RPRT AN - 01135460 AU - National Highway Traffic Safety Administration TI - Influence of Rear Turn Signal Characteristics on Crash Risk. Traffic Safety Facts, Vehicle Safety Research Notes PY - 2008/11 SP - 2p AB - Requirements for the color of rear turn signals differ between the standards set by the Economic Commission for Europe (ECE) and United States standards. In the ECE standards, all rear turn signals are required to be amber, while in the United States, they can be either red or amber. This difference has led to questions about whether there are safety differences associated with turn signal color. Consistent color coding of functions might facilitate recognition of the meaning of a signal, allowing a driver to respond more efficiently. It is also possible that, apart from color coding, an amber turn signal is more conspicuous to a following driver amid a field of red tail and stop lamps. This might allow an amber turn signal to be recognized more quickly or confused less often with another rear signal. This document illustrates one way in which such confusions might lead to rear-end collisions. KW - Crash analysis KW - Crash risk KW - Lane changing KW - Rear end crashes KW - Traffic control devices KW - Traffic crashes KW - Traffic safety KW - Traffic signals KW - Turn signals KW - Yellow interval (Traffic signal cycle) UR - http://origin-www.nhtsa.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/811050.pdf UR - https://trid.trb.org/view/894225 ER - TY - RPRT AN - 01135454 AU - Department of Transportation TI - Development of Contingency Plans for Lengthy Airline On-Board Ground Delays PY - 2008/11 SP - 58p AB - The purpose of this document is to provide general guidance to airlines, airports, Government agencies, and other aviation service providers for developing and/or refining contingency plans concerning lengthy onboard ground delays and their impact on passengers before, during, and after such delays. A contingency plan for lengthy onboard ground delays will enable airlines, airports, Government agencies, and other aviation service providers to participate in a coordinated joint-response effort to ensure passenger needs are rapidly identified and addressed during such delays. Each airline, airport, Government agency, and other aviation service provider should tailor the plan to its own situation to meet its responsibilities in the collaborative plan for each applicable airport. KW - Airlines KW - Airport operations KW - Contingency planning KW - Flight delays KW - General aviation KW - Ground delay programs KW - Ground handling KW - Guidelines KW - Traffic delays UR - http://airconsumer.dot.gov/publications/TarmacTFModelContingencyPlanningDocument.pdf UR - https://trid.trb.org/view/891719 ER - TY - RPRT AN - 01135393 AU - Cyrus, H M AU - Nadel, J AU - Federal Aviation Administration AU - Hi-Tec Systems, Incorporated TI - Conducted Electrical Emissions from Type L-858 Style 2 and 3 Airfield Signs PY - 2008/11//Technical Note SP - 36p AB - This study investigated the conducted electrical emissions from Type L-858 style 2 and 3 airfield signs that cause the signs to flicker on and off. These emissions are caused by the internal power supply of the style 2 and 3 signs. These signs are designed to operate at a constant intensity on a series circuit with other lighting equipment that operates with either a three- or five-step intensity constant current regulator. The test setup consisted of an airfield sign power supply and three subsystems: (1) a circuit current control that provided constant current to the power supply, (2) a line impedance stabilization network that provided a 60-hertz sign wave to the sign power supply, and (3) a data acquisition system. For style 2 and 3 signs that include internal power supplies, the level of emissions should not exceed -6 decibel milliamperes (dBmA) for proper operation. Circuits that include style 2 or 3 signs should be run in separate conduits to prevent operational problems if the emissions exceed -6 dBmA. The practice of double-circuiting should be used when the circuits outbound and return cables are in the same conduit with no single-conductor runs. This will reduce the potential for crosstalk. The use of line filters should be considered for these signs if no other means is practical. KW - Air traffic control KW - Air transportation KW - Airport runways KW - Data collection KW - Electrical systems KW - Flicker KW - Flow control (Air traffic control) KW - Pollutants KW - Signs UR - http://www.tc.faa.gov/its/worldpac/techrpt/artn0844.pdf UR - https://trid.trb.org/view/894606 ER - TY - RPRT AN - 01135339 AU - Roelen, A L D AU - Wever, R AU - de Gelder, N AU - Huson, W J AU - Federal Aviation Administration TI - Development of a Scoring Algorithm for Flight Crew Intervention Credit in System Safety Assessments PY - 2008/11//Final Report SP - 147p AB - According to current regulations for type certification of large commercial aircraft, certification credit may be taken for correct and appropriate action for both quantitative and qualitative assessments provided that some general criteria are fulfilled. According to the same regulations, quantitative assessments of the probabilities of flight crew errors are not considered feasible. As a consequence, the system designer is allowed to take 100% credit for correct flight crew action in response to a failure. Earlier research has indicated that this leads to an overestimation of flight crew performance. The overall goal of this research effort was the development of a method that would allow certification credit for good human factors design practice in certification regulation. This method consists of a scoring algorithm that combines key flight deck design characteristics into an overall level of certification credit for flight crew intervention in the case of system failures. The method is easy to apply, provided that the system failure modes are associated flight deck annunciations are known. As expected, application of the method to a number of example cases shows that it differentiates between system failures and between aircraft types. The method also produces higher average scores for more modern cockpits. Although every possible effort was spent in making this a valid, practicable, and acceptable method, it is still the result of a research project. Further development is recommended. KW - Aircraft KW - Aircraft industry KW - Aircraft operations KW - Algorithms KW - Flight crews KW - Flight decks KW - General aviation aircraft KW - Quantitative analysis KW - Regulations UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar0845.pdf UR - https://trid.trb.org/view/892175 ER - TY - RPRT AN - 01135332 AU - National Highway Traffic Safety Administration TI - Summary of Fuel Economy Performance PY - 2008/11 SP - 16p AB - A summary by manufacturers of fleet fuel economy performances since 1978. It includes both imported and domestic passenger cars and light trucks. Also available are the overall fleet fuel economy performance and sales volume data. KW - Average fuel economy KW - Economic factors KW - Energy consumption KW - Foreign automobiles KW - Light trucks KW - Passenger vehicles KW - Vehicle fleets KW - Vehicle performance UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/Rulemaking/Articles/Associated%20Files/Nov2008_CAFE_Performance.pdf UR - https://trid.trb.org/view/894475 ER - TY - RPRT AN - 01135299 AU - Denney, R W AU - Head, L AU - Spencer, K AU - Booz-Allen and Hamilton, Incorporated AU - Federal Highway Administration TI - Signal Timing Under Saturated Conditions PY - 2008/11 SP - 80p AB - This report provides guidance to practitioners for strategies and tactics that will help mitigate the effects of congestion at traffic signals. The focus was on methods that made use of settings within the local intersection controller rather than on network-level strategies. The strategies are defined in terms of objectives, with the objectives shifting from traditional performance measures to maximizing throughput and managing queues. A range of experts were consulted on their strategies and tactics for signal timing at congested intersections, and a comprehensive discussion of these methods is presented. Some strategies were studied further, particularly the commonly held belief that longer cycles are more efficient, and the effect of buses on signal timing in grid networks. The research found that long cycles are not more efficient, and at intersections where long queues starve turn lanes (and consequencly departing turners dilute the traffic stream served at the stop line), the shortest cycle that emptied the queue back to the upstream end of the turn lanes was found to provide the greatest throughput. In grid networks, the cycles that is just long enough to reliably serve on bus from a near-side stop was found through simulation to provides the least development of residual queue. Methods of presenting congestion for these cases in terms of throughput and residual queuing were developed to correspond to the objectives of maximizing throughput and managing queues. KW - Grids (Coordinates) KW - Online operational tactics KW - Strategic planning KW - Throughput (Traffic) KW - Traffic congestion KW - Traffic control devices KW - Traffic signal timing KW - Traffic signals UR - http://ops.fhwa.dot.gov/publications/fhwahop09008/fhwahop09008.pdf UR - http://ops.fhwa.dot.gov/publications/fhwahop09008/index.htm UR - http://ntl.bts.gov/lib/30000/30800/30820/fhwahop09008.pdf UR - https://trid.trb.org/view/894622 ER - TY - RPRT AN - 01135219 AU - Jeck, R K AU - Federal Aviation Administration AU - Federal Highway Administration TI - Advances in the Characterization of Supercooled Clouds for Aircraft Icing Applications PY - 2008/11//Final Report SP - 138p AB - Approximately 28,000 nautical miles (52,000 km) of select, in-flight measurements of cloud water concentrations, droplet sizes, temperatures, and other variables in supercooled clouds over portions of North America, Europe, and the northern oceans have been condensed into a computerized database for deriving a worldwide, statistical description of aircraft icing conditions aloft. The data are compared with the currently accepted envelopes of icing cloud variables specified in Title 14 Code of Federal Regulations Parts 25 and 29 Appendix C for the design of aircraft ice protection equipment. There are differences, along with some deficiencies, unrealistic trends, and difficulties in the use of Appendix C. As a result, suggestions are made for updating, modernizing, and improving the currently accepted envelopes in Appendix C. KW - Aircraft industry KW - Aircraft operations KW - Aircraft pilotage KW - Clouds KW - Control systems KW - Icing KW - Supercooling KW - Winter maintenance UR - http://www.tc.faa.gov/its/worldpac/techrpt/ar074.pdf UR - https://trid.trb.org/view/892114 ER - TY - RPRT AN - 01135199 AU - Houston, Nancy AU - Baldwin, C AU - Vann Easton, A AU - Cyra, Steven J AU - Hustad, Marc W AU - Booz-Allen and Hamilton, Incorporated AU - HNTB Corporation AU - Federal Highway Administration TI - Federal Highway Administration: Service Patrol Handbook PY - 2008/11//Final Report SP - 128p AB - This Handbook provides an overview of the Full-Function Service Patrol (FFSP) and describes desired program characteristics from the viewpoint of an agency that is responsible for funding, managing, and operating the services. Presented guidelines and rules of thumb illustrate operational characteristics, sponsorship, level of service, number of vehicles needed, vehicle types and equipment, patrol frequency, operator and manager training, and services provided. The primary audience for the Handbook comprises State department of transportation (DOT) decision-makers, managers, operators, and practitioners who are responsible for, or are considering, implementing an FFSP program as part of a strategy to reduce congestion. KW - Financial analysis KW - Guidelines KW - Handbooks KW - Highway operations KW - Traffic congestion KW - Traffic patrol KW - Traffic safety KW - Training UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08031/ffsp_handbook.pdf UR - https://trid.trb.org/view/894614 ER - TY - RPRT AN - 01135023 AU - Federal Transit Administration TI - Urban Ring Phase 2, Boston, Brookline, Cambridge, Chelsea, Everett, Medford, Somerville : environmental impact statement PY - 2008/11//Volumes held: Draft(2v) KW - Environmental impact statements KW - Massachusetts UR - https://trid.trb.org/view/895773 ER - TY - RPRT AN - 01135022 AU - Federal Highway Administration TI - Geneva Road, Center Street/1600 West (Provo) to Genva Road/SR-89 (Pleasant Grove), Utah County : environmental impact statement PY - 2008/11//Volumes held: Draft(2v) KW - Environmental impact statements KW - Utah UR - https://trid.trb.org/view/895772 ER - TY - RPRT AN - 01135016 AU - Federal Highway Administration TI - I-70 East from I-25 to Tower Road, Denver : environmental impact statement PY - 2008/11//Volumes held: Draft(3v), DappA KW - Colorado KW - Environmental impact statements UR - https://trid.trb.org/view/895766 ER - TY - RPRT AN - 01134938 AU - Federal Aviation Administration TI - Spaceport America commercial launch site, Sierra County : environmental impact statement PY - 2008/11//Volumes held: Draft, Final KW - Environmental impact statements KW - New Mexico UR - https://trid.trb.org/view/895688 ER - TY - RPRT AN - 01134833 AU - Federal Highway Administration TI - SR-76 Melrose to South Mission Highway improvement project, San Diego County : environmental impact statement PY - 2008/11//Volumes held: Draft, Final(2v) KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/895593 ER - TY - RPRT AN - 01134800 AU - Federal Highway Administration TI - Fort Drum connector route (I-81 to Fort Drum North Gate) new construction, towns of Pamelia and Le Ray, Jefferson County : environmental impact statement PY - 2008/11//Volumes held: D(3v)(v.2 folio), F, wetland delineation report middle corridor B1, wetland delineation report southern corridor B2, noise study and evaluation B3, air study and evaluation B4, energy study and evaluation B5, hazardous waste/contaminated mat KW - Environmental impact statements UR - https://trid.trb.org/view/895560 ER - TY - RPRT AN - 01134739 AU - Federal Highway Administration TI - Route 34 Corridor from the U.S. Routes 60/21 Intersection in Carter County to the Routes 34/72 Intersection in Cape Girardeau County, Carter, Reynolds, Wayne, Bollinger, and Cape Girardeau counties : environmental impact statement PY - 2008/11//Volumes held: Draft, Final, Fapp KW - Environmental impact statements KW - Missouri UR - https://trid.trb.org/view/895498 ER - TY - RPRT AN - 01132422 AU - Selezneva, Olga I AU - Jiang, Y J AU - Larson, G AU - Puzin, Tara AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - LTPP Computed Parameter: Frost Penetration PY - 2008/11//Final Report SP - 96p AB - As the pavement design process moves toward mechanistic-empirical techniques, knowledge of seasonal changes in pavement structural characteristics becomes critical. Specifically, frost penetration information is necessary for determining the effect of freeze and thaw on pavement structural responses. This report describes a methodology for determining frost penetration in unbound pavement layers and subgrade soil using temperature, electrical resistivity, and moisture data collected for instrumented Long Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) sites. The report also contains a summary of LTPP frost depth estimates and a detailed description of the LTPP computed parameter tables containing frost penetration information for 41 LTPP SMP sites. The frost penetration analysis methodology and the accompanying E-FROST program used in-situ soil temperature as a primary source of data to predict frost depth in unbound pavement layers. In addition to temperature data, electrical resistivity and moisture data were used as supplemental data sources for the analysis when temperatures were close to the freezing isotherm. The Enhanced Integrated Climatic Model (EICM) was used to fill intermediate gaps in the measured soil temperature data. KW - E-FROST (Computer program) KW - Electrical resistivity KW - Enhanced Integrated Climatic Model KW - Freeze thaw durability KW - Frost KW - Frost depth KW - Frost penetration KW - Long-Term Pavement Performance Program KW - Moisture content KW - Seasonal Monitoring Program (LTPP) KW - Subgrade (Pavements) KW - Temperature KW - Unbound pavement layers UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08057/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08057/08057.pdf UR - https://trid.trb.org/view/892179 ER - TY - RPRT AN - 01131894 AU - Hong, Feng AU - Aguiar-Moya, Jose Pablo AU - Prozzi, Jorge A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - First Year Progress Report on the Development of the Texas Flexible Pavement Database PY - 2008/11//Technical Report SP - 80p AB - Comprehensive and reliable databases are essential for the development, validation, and calibration of any pavement design and rehabilitation system. These databases should include material properties, pavement structural characteristics, highway traffic characteristics, environmental conditions, and performance data. In general, performance data consists of the development of rutting, roughness, and cracking. It is true that these databases are currently available in Texas; however, they were originally designed and are currently being maintained with specific objectives in mind, which are not necessarily their potential uses for pavement design. Specifically, some of these databases have been designed for network level applications, not compatible with the calibration of data intensive performance models such as those typical of mechanistic-empirical design systems. The goal of this research project is the development of the Texas Flexible Pavement Database. In order to achieve this goal, a plan for the development of a sustainable database was conceived, followed by the development of interim database structures in MS Access for uploading the required data and for data sharing. The initial population of the database has been initiated with the objective of performing local calibration. This integrated database approach has been designed as a project-level application with the purpose of developing, validating and calibrating empirical or mechanistic flexible pavement design models. It will interact with and complement the Pavement Management Information System (PMIS) and other existing databases such as the Design and Construction Information System (DCIS). This report summarizes the research progress during the first year of the research project. KW - Databases KW - Flexible pavements KW - Mechanistic-empirical pavement design KW - Microsoft Access (Software) KW - Pavement design KW - Pavement management systems KW - Pavement performance KW - Texas UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5513_1.pdf UR - https://trid.trb.org/view/892068 ER - TY - RPRT AN - 01131618 AU - Austin, Rory AU - National Highway Traffic Safety Administration TI - Fatalities and Injuries in Motor Vehicle Backing Crashes PY - 2008/11//Report to Congress SP - 42p AB - The U.S. Congress required the Secretary of Transportation to examine fatalities and injuries in backing crashes in Public Law Number 109-59, Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Section 2012 and to transmit a report about such crashes by January 1, 2009. A backover is a crash which occurs when a driver reverses into and injures or kills a nonoccupant such as a pedestrian or a bicyclist. Backovers can occur either on a public roadway or not on a public roadway, i.e., in a driveway or in a parking lot. The former are called traffic backovers and the latter nontraffic backovers. There are also “other backing crashes” that are not backovers, i.e., they do not involve a pedestrian or other nonoccupant, that occur when, for example, a driver backs into a tree or pole or when a driver backs out of a driveway or parking space and is struck by another vehicle. Together, backover crashes and other backing crashes are referred to as backing crashes. The National Highway Traffic Safety Administration’s (NHTSA's) existing Fatality Analysis Reporting System (FARS) and National Automotive Sampling System - General Estimates System (NASS-GES) already provide information regarding backing crashes that occur on public trafficways. However, data regarding nontraffic backovers (and other backing crashes), those which occur on private roads, driveways, and parking lots, have not routinely been collected by NHTSA. In response to SAFETEA-LU Sections 2012 and 10305 and Section 2(f) of the Cameron Gulbransen Kids Transportation Safety Act of 2007, NHTSA developed the Not in Traffic Surveillance (NiTS) system to collect information about all nontraffic crashes, including nontraffic backover crashes. Combining the 221 NiTS backover fatalities with the annual average of 71 FARS backover fatalities produces an estimate of 292 total annual backover fatalities. The estimate of 292 annual backover fatalities is larger than the estimated 183 fatalities stated in the November 2006 Report to Congress Vehicle Backover Avoidance Technology Study, but NHTSA believes that the new estimate reflects a refinement in the methodology rather than a substantial change in the problem size. The estimated 14,000 NiTS backover injuries when combined with the 4,000 NASS-GES backover injuries produces an estimate of 18,000 total annual backover injuries. Most backover fatalities and injuries involve passenger vehicles. Among cases where the type of the striking vehicle is known, 78% of the backover fatalities and 95% of the backover injuries involved passenger vehicles. While people of all ages are victims of backovers, this report confirmed that children under 5 years old and adults 70 and older have an elevated risk of being backover victims compared to the rest of the population. Backover fatalities happen in a variety of areas with the most common area being the driveway, closely followed by other residential areas, public roadways, and nonresidential parking lots. Backover injuries tend to happen more frequently in nonresidential parking lots than other areas. KW - Aged KW - Backing (Driving) KW - Bicycle crashes KW - Children KW - Driveways KW - Fatalities KW - Fatality Analysis Reporting System KW - Injuries KW - Nontraffic accidents KW - Not-in-Traffic Surveillance System KW - Parking lots KW - Pedestrian-vehicle crashes KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users UR - http://www-nrd.nhtsa.dot.gov/Pubs/811144.PDF UR - https://trid.trb.org/view/891786 ER - TY - RPRT AN - 01130688 AU - Wood, Sharon L AU - Jirsa, James O AU - Bayrak, Oguzhan AU - Agnew, Lewis S AU - Boswell, C Adam AU - Kreisa, Alan R AU - Donnelly, Kristen S AU - Bindrich, Bryan AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Recommendations for the Use of Precast Deck Panels at Expansion Joints PY - 2008/11//Technical Report SP - 123p AB - Prestressed concrete panels have been used by the bridge construction industry in the state of Texas for many years to increase construction speed and improve safety and economy. At expansion joints, cast-in-place concrete is used and requires temporary formwork and slows construction. In a previous Texas Department of Transportation (TxDOT) project (0-4418), a full-scale bridge deck was constructed that included precast panels at a 0 deg skew. The results indicated that the precast panel system provided adequate strength and reduced construction costs compared with the traditional cast-in-place details at the expansion joint. In this investigation (TxDOT Project 0-5367) two areas not covered in Project 0-4418 were studied: fatigue performance of bridge decks using precast panels at the expansion joints and the use of precast panels at skewed expansion joints. Fatigue response of precast panels under loading at the expansion joint in 0 deg skew bridges was excellent. Skewed precast panels at expansion joints were tested under static and fatigue loads. Two skew angles were tested: 30 deg and 45 deg. Six specimens were constructed and subjected to a total of eleven tests. Loads were applied at midspan of the skewed end of each specimen, and some specimens were also loaded at the joint between trapezoidal (skewed) panels and an adjacent rectangular panel. The skewed panels performed well. Design recommendations for implementation of skewed panels were developed. KW - Bridge decks KW - Expansion joints KW - Fatigue (Mechanics) KW - Precast concrete KW - Prestressed concrete KW - Skew bridges UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5367_1.pdf UR - http://ntl.bts.gov/lib/31000/31000/31070/0_5367_1.pdf UR - http://ntl.bts.gov/lib/31000/31000/31071/0_5667_1.pdf UR - https://trid.trb.org/view/891040 ER - TY - RPRT AN - 01129960 AU - Jayawickrama, Priyantha Warnasuriya AU - Madhira, Pavan AU - Texas Tech University, Lubbock AU - Texas Department of Transportation AU - Federal Highway Administration TI - Review of TxDOT WWARP Aggregate Classification System PY - 2008/11//Technical Report SP - 108p AB - This report documents the findings from a research study that reviewed the Texas Department of Transportation's (TxDOT’s) Wet Weather Skid Accident Reduction Program’s (WWARP’s) aggregate classification system. It evaluated various lab test procedures that are used in the classification of aggregates as well as the field skid resistance performance of 27 different aggregate sources that belonged to synthetic, sandstone, igneous, gravel and carbonate categories. The findings showed that hard, durable aggregates characterized by >80% AIR or <8% MD losses, provided excellent to very good skid resistance regardless of the aggregate residual polish value. In general, all test methods evaluated showed better capability in separating excellent/very good quality aggregates than in identifying very poor/poor quality aggregates. In other words, the special limitation in these test methods was found to be in their ability to classify borderline aggregates into satisfactory and unsatisfactory categories. The WWARP aggregate classification system based on Residual PV, MSS loss and AIR proved to be effective in separating Excellent/Very Good (Class A) from Good/Fair (Class B) materials. However, this classification system failed to separate the few aggregate sources with poor field performance from those with good/fair performance. KW - Acid insoluble residue KW - Aggregates KW - Artificial aggregates KW - Carbonate rocks KW - Classification KW - Gravel KW - Igneous rocks KW - Laboratory tests KW - Magnesium sulfate soundness test KW - Micro-Deval test KW - Polished stone value test KW - Sandstones KW - Skid resistance tests UR - http://library.ctr.utexas.edu/pdf2/1707-8.pdf UR - https://trid.trb.org/view/890484 ER - TY - RPRT AN - 01129959 AU - Burgher, Bedford AU - Thibonnier, Arnaud AU - Folliard, Kevin J AU - Ley, Tyler AU - Thomas, Michael D A AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Investigation of the Internal Stresses Caused by Delayed Ettringite Formation in Concrete PY - 2008/11//Technical Report SP - 113p AB - Delayed ettringite formation (DEF) in concrete has been identified in recent years as a significant cause of deterioration in some of the reinforced concrete infrastructure in Texas. This report is part of a research project, Texas Department of Transportation (TxDOT) project 5218, to investigate the possible long-term structural and durability related effects of DEF in such structures. The focus of this particular report is the determination of the internal stresses caused by DEF which at this point in time are not known. The research presented here began by first looking at past and recent research involving concrete deterioration due to alkali-silica reaction (ASR) and discussing the results of a comparative study between DEF and ASR affected concrete with different dosages of steel fibers to provide restraint. The study then went on to directly study the stresses caused by DEF in a new testing methodology that was developed using a Hoek triaxial load cell to provide a direct measurement of the confining stress necessary to stop DEF induced expansion. In addition to the steel fiber and Hoek cell testing, reinforced concrete elements were made to study the structural effects of DEF. Lastly, a series of tests performed at the University of New Brunswick were performed to assess the stresses generated by DEF and the requisite levels of confinement needed to resist these stresses. The following report outlines the process, results, and lessons learned from the conducted tests. KW - Alkali silica reactions KW - Concrete KW - Delayed ettringite formation KW - Deterioration KW - Load cells KW - Steel fibers KW - Stresses KW - Test procedures UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5218_1.pdf UR - https://trid.trb.org/view/890519 ER - TY - RPRT AN - 01129887 AU - Jackson, Newton C AU - Nichols Consulting Engineers, Chartered AU - Washington State Transportation Center AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Development of Revised Pavement Condition Indices for Portland Cement Concrete Pavement for the WSDOT Pavement Management System PY - 2008/11//Research Report SP - 31p AB - Revised pavement condition indices that address specific pavement distress types have been proposed for the Washington State Department of Transportation (WSDOT) to use on portland cement concrete (PCC) pavements. The indices are related to the types of distress that WSDOT experiences on its PCC pavements and are calibrated to the damage levels that it has adopted for rehabilitation or reconstruction activities. KW - Concrete pavements KW - Pavement condition index KW - Pavement distress KW - Pavement management systems KW - Washington (State) UR - http://www.wsdot.wa.gov/research/reports/fullreports/682.3.pdf UR - https://trid.trb.org/view/890015 ER - TY - RPRT AN - 01129631 AU - Mallela, Jagannath AU - Glover, Leslie Titus AU - Darter, Michael I AU - Chou, Eddie Y AU - Applied Research Associates, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Review of ODOT’s Overlay Design Procedure, Volume 2: PCC Overlays of Existing Composite Pavements PY - 2008/11//Final Report SP - 42p AB - ODOT initiated this research study to determine (1) the impact of milling off portions of the existing pavement on the structural capacity of the remaining pavement and (2) whether currently recommended HMA structural coefficients adequately reflect the structural properties of new HMA overlay materials. The study mainly focused on the impact of milling on the design of HMA overlays over existing flexible pavements and composite pavements. However, the impact of milling of composite pavements on unbonded overlay design was also another objective of this study. This volume deals with the latter objective and presents findings of a detailed evaluation of four composite pavement projects (eight pavement test sections) located in Southeast Ohio. The report presents descriptions of the data collected, data analysis, observations, and recommendations for improvements of the current ODOT overlay design procedure. KW - Composite pavements KW - Concrete overlays KW - Milling KW - Pavement design KW - Portland cement concrete KW - Unbonded overlays UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Documents/2008/SJN%20134226%20Final%20Report%20Volume%202%20of%202.pdf UR - https://trid.trb.org/view/889673 ER - TY - RPRT AN - 01128991 AU - Golub, Eugene AU - Dresnack, Robert AU - Konon, Walter AU - Meegoda, Jay N AU - Marhaba, Taha AU - New Jersey Institute of Technology, Newark AU - New Jersey Department of Transportation AU - Federal Highway Administration TI - Salt Runoff Collection System PY - 2008/11//Final Report SP - 47p AB - The New Jersey Department of Transportation (NJDOT) has 84 maintenance yards at different locations in New Jersey. These yards are facing the threat of uncontrolled runoff from the yards to the surrounding environment. The Bureau of Facilities, Planning and Engineering and Construction is concerned about salt runoff from their equipment and garage facilities. The Department has identified typical environmental degradation issues relative to their maintenance yards. These are; salt spillage during unloading and loading of trucks, and truck/equipment washing. The study examines solutions for the NJDOT to achieve compliance. KW - Best practices KW - Environmental impacts KW - Garages KW - New Jersey Department of Transportation KW - Road maintenance yards KW - Runoff KW - Sodium chloride UR - http://www.state.nj.us/transportation/refdata/research/reports/FHWA-NJ-2003-026.pdf UR - https://trid.trb.org/view/889132 ER - TY - RPRT AN - 01128974 AU - Jung, Soojung AU - Wunderlich, Karl E AU - Noblis, Incorporated AU - Federal Highway Administration TI - Roadway Network Productivity Assessment: System-Wide Analysis Under Variant Travel Demand PY - 2008/11//Final Report SP - 28p AB - The analysis documented in this report examines the hypothesis that the system-wide productivity of a metropolitan freeway system in peak periods is higher in moderate travel demand conditions than in excessive travel demand conditions. The approach in this effort characterizes system-wide productivity by aggregating link-level speed and traffic volume (count) data. The study utilized 2007 Los Angeles and Chicago traffic data (both flow and speed) archived as part of the Urban Congestion Report (UCR) databases. In addition, an extensive archive of incident, work zone and weather data were available to identify the underlying conditions related to congestion patterns and bottleneck locations in the network. System-wide travel demand, delay and productivity were estimated for two Mondays in September-October 2007. One day was the worst congested Monday (September 10 2007) during the two-month period and the other Columbus Day (October 8 2007). The a priori expectation was that travel demand on Columbus Day would be lower than on September 10 2007 since government and other workers receive a paid holiday on Columbus Day. Several measures of productivity based on a combination of flow and speed data were developed to capture system-level efficiencies of the freeway networks. The study suggests that higher system-level productivity and efficiency can be observed when travel demand is observed to closely match overall system capacity, resulting in less frequent onset and reduced duration of freeway breakdown conditions. By reducing demand and preventing congestion from taking hold, demand management through pricing or other mechanisms could recover the daily waste of time and drop in freeway system productivity that occurs on congested highways when traffic flow breaks down. KW - Chicago (Illinois) KW - Freeway operations KW - Los Angeles (California) KW - Metropolitan areas KW - Peak periods KW - Performance measurement KW - Productivity KW - Traffic congestion KW - Traffic delays KW - Travel demand KW - Travel demand management UR - http://www.ops.fhwa.dot.gov/publications/fhwahop09019/fhwahop09019.pdf UR - http://ntl.bts.gov/lib/30000/30800/30839/fhwahop09019.pdf UR - https://trid.trb.org/view/889291 ER - TY - RPRT AN - 01127432 AU - Klinich, Kathleen DeSantis AU - Flannagan, Carol A AU - Nicholson, Kristen AU - Schneider, Lawrence W AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Abdominal Injury in Motor-Vehicle Crashes PY - 2008/11 SP - 158p AB - A review of the biomechanical and epidemiological literature on abdomen injury in motor-vehicle crashes was performed. Results of this review demonstrate that (1) there are limited data on abdomen injuries in real-world crashes of newer model airbag-equipped vehicles, (2) there are insufficient useful data on the force-deflection characteristics of the abdomen under loading conditions that represent those that occur to near-side occupants in T-type side impacts, (3) data are needed on the response of the abdomen to lap-belt loading using realistic belt geometry and loading conditions, and (4) data are needed on the dynamic response of spleen tissue and on failure criteria for spleen and liver tissue. To address the first identified need, analyses of the NASS and CIREN datasets were performed to determine how abdomen injuries occur in frontal and side crashes of airbag-equipped vehicles when seatbelt use is high. Based on the NASS analysis, approximately 19,000 adult occupants sustain AIS 2+ abdomen injuries each year, with just over half of these injuries occurring in frontal collisions. The risk of abdomen injury is 3 to 8 times higher for unbelted occupants compared to belt-restrained occupants in frontal impacts, but airbag deployment does not substantially affect abdomen injury risk. Overall, seatbelt use reduces abdomen injury risk in side impacts for both near- and far-side occupants. Near-side right-front passengers have the highest risk of AIS 3+ abdomen injuries in side impacts, with a risk level that is 2.7 times higher than for drivers in left-side impacts. The risks of injury to the liver, spleen, kidney, and hollow organs do not vary with occupant age in frontal or near-side impacts. Analysis of the relationship between abdomen injury and rib fractures indicates that the odds of an abdominal injury are much higher if the occupant also sustains AIS 2+ rib fractures. These results indicate that loading conditions likely to cause abdomen injuries are also likely to cause rib fractures, suggesting that the abdomen is rarely loaded in isolation in vehicle crashes. The CIREN dataset was used to analyze occupant contacts with vehicle interior components that were attributed to abdomen injuries. For drivers in frontal impacts, the steering-wheel and lap/shoulder belt were most often coded as the sources of abdomen injury. For right-front passengers in frontal impacts, the airbag, lap/shoulder belt, and instrument panel are commonly coded sources for abdominal loading and injury. The mean deltaV for drivers with abdomen injuries attributed to steering-wheel contact is higher than for abdomen injuries to drivers without steering-wheel contact (57 vs. 47.5 kph, p=0.011). Unbelted drivers restrained by a frontal-impact airbag had greater proportion of steering-wheel contacts than expected, while drivers restrained by both lap/shoulder belts and frontal-impact airbags had fewer steering-wheel contacts than expected. For near-side occupants who sustained both liver and spleen injuries in side impacts, the mean residual lateral door intrusion was 35 cm, while for near-side occupants who sustained only a liver or a spleen injury in side impacts, the mean lateral door intrusions ranged from 22 to 27 cm. Because the risk of abdomen injury is highest for near-side occupants in side impacts, an analysis of FMVSS 214 and SNCAP data was performed to characterize near-side occupant loading by the intruding door in T-type side impacts. Results of this analysis indicate that door velocity at the time of initial contact with the abdomen is between 8 m/s and 12 m/s in these staged tests. Results of this study indicate that the highest priority for future research on abdomen injuries should be to define abdomen force-deflection characteristics for near-side occupants in T-type impacts using high-speed loading conditions that better represent those that occur in real-world crashes. KW - Abdomen KW - Air bags KW - Crash Injury Research and Engineering Network KW - Crashes KW - Frontal crashes KW - Injuries KW - Injury severity KW - Literature reviews KW - Liver KW - National Accident Sampling System KW - Near-side occupants KW - Right angle crashes KW - Seat belts KW - Side crashes KW - Spleen KW - Steering wheels KW - Vehicle intrusion UR - http://hdl.handle.net/2027.42/62109 UR - https://trid.trb.org/view/887963 ER - TY - RPRT AN - 01126557 AU - Elkins, Gary E AU - MACTEC Engineering and Consulting, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Compliance with Department of Transportation Information Dissemination Quality Guidelines PY - 2008/11//Final Report SP - 88p AB - This document provides information on the compliance of the Long-Term Pavement Performance (LTPP) program with the guidelines the Department of Transportation (DOT) issued in the Information Dissemination Quality Guidelines (IDQG). These guidelines were developed in response to requirements of Section 515 of the Treasury and General Government Appropriations Act for fiscal year (FY) 2001. The purpose of the guidelines is to ensure and maximize the quality, utility, objectivity, and integrity of information that is disseminated by the Federal government. This document discusses the activities performed under the LTPP program, and it also addresses the policies and procedures established by these guidelines. KW - Compliance KW - Data quality KW - Guidelines KW - Information dissemination KW - Long-Term Pavement Performance Program KW - Policy KW - Procedures UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08065/ UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/08065/08065.pdf UR - https://trid.trb.org/view/887656 ER - TY - RPRT AN - 01126513 AU - Pines, David AU - Fang, Clara AU - Connecticut Academy of Science and Engineering AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - A Study of Weigh Station Technologies and Practices PY - 2008/11//Final Report SP - 162p AB - This study was requested in response to concerns about the operation of the Greenwich Weigh and Inspection Station (Greenwich Station) on I-95 Northbound. The Station’s configuration, combined with both the size and volume of trucks and buses (commercial vehicles) which must use it, severely impacts the Station’s ability to operate effectively to assure commercial vehicle compliance with the state’s weight and safety regulations and requirements. This report identifies technologies and practices that have the potential to increase the efficiency and effectiveness of weigh and inspection stations to deter the passage of overweight and unsafe vehicles across the state’s highways; increase the transit efficiency for the large percentage of commercial vehicles that are compliant with Connecticut laws and regulations; and utilize information gathered through weigh system technologies for the multiple purposes of enforcement and transportation infrastructure decision-making and budgeting, including pavement design and highway maintenance and rehabilitation. KW - Best practices KW - Commercial vehicles KW - Compliance KW - Connecticut KW - Greenwich (Connecticut) KW - Inspection stations KW - Interstate highways KW - Operational efficiency KW - Size and weight regulations KW - Technological innovations KW - Weigh in motion UR - http://docs.trb.org/01126513.pdf UR - http://ntl.bts.gov/lib/30000/30700/30779/CT-2257-F-08-7.pdf UR - https://trid.trb.org/view/887639 ER - TY - RPRT AN - 01126469 AU - Manfredi, John AU - Walters, Thomas AU - Wilke, Gregory AU - Osborne, Leon AU - Hart, Robert AU - Incrocci, Tom AU - Schmitt, Tom AU - Garrett, V Kyle AU - Boyce, Brenda AU - Krechmer, Daniel AU - Science Applications International Corporation AU - Federal Highway Administration AU - Research and Innovative Technology Administration AU - Department of Transportation TI - Road Weather Information System Environmental Sensor Station Siting Guidelines, Version 2.0 PY - 2008/11//Version 2.0 SP - 85p AB - FHWA initiated an effort in 2007 to evaluate and update, as necessary the ESS Guidelines first published in 2004 (FHWA-HOP-05-026). This effort is summarized in a companion report “Implementation and Evaluation of RWIS ESS Siting Guidelines”. The consensus of the project was that the original Guidelines covered most of the major issues in the siting of ESS and provided the necessary information in a concise manner. The major change made to this version of the Guidelines involved an update to the metadata table that was included in the original report. Since the original Guidelines were developed a major effort was conducted as part of the Clarus project to define a standard set of metadata for ESS. An expanded metadata table was thus included in the Guidelines showing Clarus metadata in three categories; required, recommended and optional. Other than the modification to the metadata table, most of the additions were limited, and designed to highlight areas of concern noted by DOT’s with ESS experience. The feedback from most of the DOT’s interviewed was positive and they expressed an interest in using the document for future deployments. Several noted that they would require their contractors to use it. KW - Environmental sensor stations KW - Guidelines KW - Location KW - Metadata KW - Meteorological instruments KW - Road weather information systems KW - Sensors UR - http://ntl.bts.gov/lib/30000/30700/30705/14447.pdf UR - https://trid.trb.org/view/887392 ER - TY - RPRT AN - 01125374 AU - Federal Highway Administration TI - Freight Facts and Figures 2008 PY - 2008/11 SP - 75p AB - This report is a snapshot of the volume and value of freight flows in the United States, the physical network over which freight moves, the economic conditions that generate freight movements, the industry that carries freight, and the safety, energy, and environmental implications of freight transportation. This snapshot helps decision makers, planners, and the public understand the magnitude and importance of freight transportation in the economy. All modes of transportation are covered. KW - Commodity flow KW - Economic conditions KW - Energy KW - Environmental impacts KW - Freight traffic KW - Freight transportation KW - Transportation safety KW - United States UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/nat_freight_stats/docs/08factsfigures/pdfs/fff2008_book.pdf UR - http://ntl.bts.gov/lib/30000/30600/30684/fff2008_book.pdf UR - https://trid.trb.org/view/886077 ER - TY - RPRT AN - 01125368 AU - Federal Transit Administration AU - National Association of State Fire Marshals TI - Recommended Fire Safety Practices for Rail Transit Materials Selection PY - 2008/11 SP - 233p AB - The FTA Office of Safety and Security has teamed with the National Association of State Fire Marshals to update the 1984 Recommended Fire Safety Practices for Rail Transit Materials Selection Manual. The manual researched the adequacy of existing railcar and bus fire safety standards and investigated potential improvements in test methods and criteria. These 2008 recommendations represent an upgrading of the 1984 guidelines of the Urban Mass Transportation Administration, Recommended Fire Safety Practices for Rail Transit Materials Selection, Federal Register, Volume 49, Number 158, Tuesday, August 14, 1984 that are currently in place. KW - Bus transit KW - Fire prevention KW - Fire resistant materials KW - Materials selection KW - Rail transit KW - Safety KW - Standards KW - Test procedures UR - http://transit-safety.volpe.dot.gov/publications/firesafety/nasfm_rp/PDF/NASFM_Recommended_Practices.pdf UR - http://www.fta.dot.gov/documents/NASFM_Recommended_Practices.pdf UR - https://trid.trb.org/view/885693 ER - TY - RPRT AN - 01123446 AU - Barbeau, Sean J AU - Labrador, Miguel A AU - Winters, Philip L AU - Georggi, Nevine Labib AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Department of Transportation TI - Enhancing Transit Safety and Security with Wireless Detection and Communication Technologies PY - 2008/11//Final Report SP - 58p AB - Public transportation systems are among the most open public facilities in the world and susceptible to breaches of security. Reconciling the need for workplace safety and security with budgetary pressures requires new approaches to increase the effectiveness of existing solutions while preserving flexibility and low costs. An inexpensive sensor-based intrusion detection system that remotely monitors and notifies on- and/or off-site personnel of any incidents can significantly multiply the observational effectiveness of a few onsite safety or security personnel monitoring a facility. The advancement in the miniaturization of circuits has produced small computing devices allowing the development of pervasive applications that only a few years ago were not possible. The combination of such devices with wireless networks and micro-electro-mechanical systems technology provides a new platform for research and development of innovative monitoring applications. This project developed a low-cost, scalable, real-time intrusion detection and remote notification system called WSN-IRNS, using wireless sensor networks with the purpose of enhancing the safety and security of transit facilities. WSN-IRNS provides a cost-effective alternative or supplement to traditional wired security systems for protecting vulnerable areas and facilities such as garages, tunnels, and transit yards. The Internet-connected system supports real-time intervention by notifying personnel upon the detection of an intrusion through multimedia messages, which can include captured camera images that are delivered directly to mobile phones. Field tests have successfully demonstrated the proof-of-concept of the system, although adjustments and fine tuning of system parameters will be needed for environment-specific installations. KW - Cost effectiveness KW - Detection and identification systems KW - Field tests KW - Intrusion detection KW - Microelectromechanical systems KW - Proof of concept KW - Public transit KW - Real time information KW - Remote sensing KW - Security KW - Technological innovations KW - Transit safety KW - Wireless communication systems UR - http://www.nctr.usf.edu/pdf/77714.pdf UR - https://trid.trb.org/view/884828 ER - TY - RPRT AN - 01123006 AU - Houston, Nancy AU - Baldwin, Craig AU - Easton, Andrea Vann AU - Cyra, Steven J AU - Hustad, Marc W AU - Belmore, Katie AU - Booz Allen Hamilton AU - HNTB Corporation AU - Federal Highway Administration TI - Service Patrol Handbook PY - 2008/11//Final Report SP - 128p AB - This Handbook provides an overview of the Full-Function Service Patrol (FFSP) and describes desired program characteristics from the viewpoint of an agency that is responsible for funding, managing, and operating the services. Presented guidelines and rules of thumb illustrate operational characteristics, sponsorship, level of service, number of vehicles needed, vehicle types and equipment, patrol frequency, operator and manager training, and services provided. The primary audience for the Handbook comprises State department of transportation (DOT) decision-makers, managers, operators, and practitioners who are responsible for, or are considering, implementing an FFSP program as part of a strategy to reduce congestion. KW - Equipment KW - Freeway service patrols KW - Guidelines KW - Handbooks KW - Incident management KW - Level of service KW - Training KW - Vehicles KW - Work rules UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08031/ffsp_handbook.pdf UR - http://ntl.bts.gov/lib/30000/30800/30817/Full_Function_Service_Patrols.pdf UR - https://trid.trb.org/view/884744 ER - TY - RPRT AN - 01122975 AU - Schmitt, Rolf AU - Strocko, Ed AU - Sedor, Joanne AU - Federal Highway Administration TI - Freight Story 2008 PY - 2008/11 SP - 44p AB - This report provides an overview of freight movement on the U.S. transportation system today and in the future. It discusses where the largest freight flows are concentrated and the pressures that existing and anticipated freight volumes place on the system. Special attention is given to freight congestion and its effects on highways, railroads, and waterways. The economic costs to shippers, carriers, and the overall economy also are examined. In addition, the report describes government and private sector efforts to improve freight transportation and mitigate the safety and environmental effects of growing volumes of freight. Finally, the report outlines a policy framework to help further discussion on ways to improve the freight system. KW - Congestion (Railroads) KW - Congestion mitigation KW - Economics KW - Environmental impacts KW - Freight flows KW - Freight traffic KW - Freight transportation KW - Freight volume KW - Maritime safety KW - Policy KW - Railroad safety KW - Safety management KW - Traffic congestion KW - Trucking safety KW - Waterway congestion UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/freight_story/fs2008.pdf UR - http://www.ops.fhwa.dot.gov/freight/freight_analysis/freight_story/index.htm UR - http://ntl.bts.gov/lib/30000/30700/30760/fs2008.pdf UR - https://trid.trb.org/view/884562 ER - TY - RPRT AN - 01122974 AU - Saber, Aziz AU - Roberts, Freddy L AU - Guduguntla, Arun K AU - Louisiana Tech University, Ruston AU - Louisiana Transportation Research Center AU - Federal Highway Administration TI - Evaluating the Effects of Heavy Sugarcane Truck Operations on Repair Cost of Low Volume Highways PY - 2008/11//Final Report SP - 85p AB - This study assesses the economic impact of overweight permitted vehicles hauling sugarcane on Louisiana highways. The highway routes being used to haul these commodities were identified, and statistically selected samples were used in the analysis. Approximately 270 control sections on Louisiana highways that carry sugarcane are involved in the transport of this commodity. Three different gross vehicle weight (GVW) scenarios were selected for this study including: 80,000 lb, 100,000 lb and 120,000 lb. The maximum current allowable GVW is 80,000 lb, while the maximum 100,000 lb GVW is the permitted load for sugarcane trucks and is currently the highest load level permitted by Louisiana laws. The methodology for analyzing the effect of these loads on pavements was taken from the 1986 AASHTO Design Guide and involves determining the overlay thickness required to carry traffic from each GVW scenario for the overlay design period. Differences in the life of an overlay were calculated for different GVW scenarios and overlay thickness and costs were determined for a 20 year analysis period. These costs were developed for samples taken from all the control sections included in the study. These net present worth costs from the samples were expanded to represent the cost for all control sections carrying sugarcane. Results indicate that the damage from each sugarcane truck with a GVW of 100,000 lb to pavement overlay is at about $2,072/year and to bridge fatigue cost is at about $3,500/year. Therefore, the current sugarcane trucks permit fee of $100 per year is not adequate and should be increased to recover these costs. The legislature should not consider raising the GVW level to 120,000 lb because the pavement overlay costs increase by twofold (double) and the bridge repair costs become very large. Moreover, the magnitude of the damage caused by the 120,000 lb GVW for a FHWA Type 9 truck makes the risk of bridge damage and even bridge failure too significant to ignore. The project staff recommends that the legislature keep the GVWs at the current level but increase the permit fees sufficiently to cover the additional pavement and bridge costs or change the configuration of the axle on the trailer from a tandem to a triple, effectively changing the vehicle from a FHWA Type 9 to a Type 10 vehicle. Under these circumstances, the permit fee can be reduced to zero and a tax incentive of $683 can be given to each truck for the conversion. It is recommended to allocate more highway funding for handling the extra damage caused by the increase of truck load limits. KW - Agricultural products KW - Axle configurations KW - Costs KW - Damage (Bridges) KW - Damage (Pavements) KW - Economic impacts KW - Fees KW - Fund allocations KW - Gross vehicle weight KW - Load limits KW - Louisiana KW - Overlays (Pavements) KW - Overweight loads KW - Permits KW - Service life KW - Thickness UR - http://www.ltrc.lsu.edu/pdf/2008/fr_425.pdf UR - https://trid.trb.org/view/884595 ER - TY - RPRT AN - 01122952 AU - Churilla, Charlie AU - Mallela, Jagannath AU - Hoffman, Gary AU - Applied Research Associates, Incorporated AU - Maine Department of Transportation AU - Federal Highway Administration TI - Maine Demonstration Project: Reconstruction of Lamson and Boom Birch Bridges PY - 2008/11//Final Report SP - 57p AB - The Maine Department of Transportation (DOT) submitted application and was approved for FY 2007 Highways for LIFE program funding. The Maine projects are two bridges on rural roads and both involve detours of about 15 miles that impact school buses, commercial trucks and emergency vehicles. Both bridge locations also involve environmentally sensitive water courses that restrict the construction footprints and scope. These issues caused the Maine DOT to select full road closures, accelerated bridge construction techniques including prefabricated bridge elements, and aggressive public interaction for both of these projects. The Boom Birch Bridge carrying SH 116 over Birch Stream near Old Town and the Lamson Bridge carrying SH 4 over Lamson Stream near Addison were both constructed over the summer of 2007. The bridge constructions began in June, and the projects were reopened to traffic in early September before the school year started. These projects demonstrated the successful use of long-lasting precast concrete bridge elements from the pile caps up to the decking. They also demonstrated that projects could be constructed in as much as 80% shorter timeframes with less negative impacts to motorists. KW - Bridge construction KW - Demonstration projects KW - Financing KW - Highway bridges KW - Highways for LIFE KW - Maine KW - Precast concrete KW - Prefabricated bridges KW - Public relations KW - Reconstruction KW - Road closures KW - Rural highways UR - http://www.fhwa.dot.gov/hfl/summary/report_012309.pdf UR - https://trid.trb.org/view/884395 ER - TY - RPRT AN - 01122753 AU - Selezneva, Olga I AU - Jiang, Y J AU - Larson, Gregg AU - Puzin, Tara AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Long Term Pavement Performance Computed Parameter: Frost Penetration PY - 2008/11//Final Report SP - 92p AB - As the pavement design process moves toward mechanistic-empirical techniques, knowledge of seasonal changes in pavement structural characteristics becomes critical. Specifically, frost penetration information is necessary for determining the effect of freeze and thaw on pavement structural responses. This report describes a methodology for determining frost penetration in unbound pavement layers and subgrade soil using temperature, electrical resistivity, and moisture data collected for instrumented Long Term Pavement Performance (LTPP) Seasonal Monitoring Program (SMP) sites. The report also contains a summary of LTPP frost depth estimates and a detailed description of the LTPP computed parameter tables containing frost penetration information for 41 LTPP SMP sites. The frost penetration analysis methodology and the accompanying E-FROST program used in-situ soil temperature as a primary source of data to predict frost depth in unbound pavement layers. In addition to temperature data, electrical resistivity and moisture data were used as supplemental data sources for the analysis when temperatures were close to the freezing isotherm. The Enhanced Integrated Climatic Model (EICM) was used to fill intermediate gaps in the measured soil temperature data. KW - E-FROST (Computer program) KW - Electrical resistivity KW - Enhanced Integrated Climatic Model KW - Frost KW - Frost depth KW - Frost penetration KW - Long-Term Pavement Performance Program KW - Moisture content KW - Pavement design KW - Pavement layers KW - Seasonal Monitoring Program (LTPP) KW - Soils by frost condition or potential KW - Subgrade (Pavements) KW - Temperature KW - Unbound pavement layers UR - http://www.fhwa.dot.gov/pavement/ltpp/pubs/08057/08057.pdf UR - http://ntl.bts.gov/lib/30000/30700/30769/08057.pdf UR - http://ntl.bts.gov/lib/30000/30800/30884/FHWA-HRT-08-057.pdf UR - https://trid.trb.org/view/884280 ER - TY - RPRT AN - 01122747 AU - Solaimanian, Mansour AU - Milander, Scott AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Mid-Atlantic Universities Transportation Center AU - Federal Highway Administration TI - Field-Focused Superpave Validation PY - 2008/11//Final Report SP - 138p AB - The Superpave design system came into existence in the mid-1990s. Many pavements have been constructed with Superpave designed hot mix asphalt (HMA). Today, this technology is well established in many states. It has been over a decade since the Commonwealth of Pennsylvania began using this system for designing HMA. There has been general satisfaction with the pavements constructed with this mix, and anecdotal evidence suggest that Superpave pavements are performing well in Pennsylvania; however, within the last several years, there has been concern raised in regard to the durability of some Superpave mixes. Some have reported these problems as a result of insufficient binder content in the mix. This issue has been the driving force for several states to take measures to increase the binder content in the mix. There has also been a move by some to increase the minimum required VMA to allow more space within the aggregate structure for asphalt and therefore provide a higher binder content mix at a specified design air void level. The Pennsylvania Department of Transportation is now specifying 1/2 percent higher VMA for all aggregate-size gradations that is specified in AASHTO M323. As the Superpave design criteria are evolving, it is worth looking back into the performance of the pavements constructed with Superpave mixes. The research findings presented in this report are the result of such effort, evaluating the long-term performance of Superpave-designed mixes. KW - Air voids KW - Bituminous binders KW - Durability KW - Field studies KW - Hot mix asphalt KW - Pavement design KW - Pavement performance KW - Pennsylvania KW - Superpave UR - https://trid.trb.org/view/884257 ER - TY - RPRT AN - 01122649 AU - Lacey, John H AU - Kelley-Baker, Tara AU - Brainard, Katharine AU - Tippetts, Scott AU - Lyakhovich, Maria AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Evaluation of the "Checkpoint Strikeforce" Program PY - 2008/11//Final Report SP - 172p AB - The "Checkpoint Strikeforce" program is a National Highway Traffic Safety Administration (NHTSA) regionwide Driving While Intoxicated (DWI) enforcement program implemented in NHTSA’s Mid-Atlantic Region (Region 3) comprised of Delaware, the District of Columbia, Maryland, Pennsylvania, Virginia, and West Virginia. The program emphasizes frequent, well publicized checkpoints implemented on a sustained basis throughout the July–to-December period of each calendar year. The program was initiated in 2002 and continues. This report presents the evaluation results for the first three years of the program from 2002 to 2004. Results indicate that it is feasible to implement such a DWI enforcement and public information program on a regionwide and continuing basis. Each jurisdiction was able to meet and generally dramatically exceed the goal of conducting at least one checkpoint per week throughout the program period. This included even the smaller jurisdictions in Delaware. Public awareness measures indicated some modest shifts in the desired direction in terms of awareness of the checkpoint program and self-reported behavior. Roadside breath test surveys of the blood alcohol concentration (BAC) of nighttime drivers in two of three jurisdictions revealed reductions in the proportion of drivers with BACs of .05 grams per deciliter or greater. Analysis of fatal crash data indicated a reduction in alcohol-involved drivers in fatal crashes on the order of 7% when compared to the rest of the United States. This reduction approached, but did not reach, statistical significance. KW - Alcohol breath tests KW - Blood alcohol levels KW - Drunk driving KW - Fatalities KW - Public information programs KW - Sobriety checkpoints KW - Traffic crashes KW - Traffic law enforcement UR - http://www.nhtsa.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811056.pdf UR - https://trid.trb.org/view/884353 ER - TY - RPRT AN - 01122492 AU - Berman, Michael AU - Costello, Peter AU - Ballard, Lisa AU - PBS&J AU - Montana Department of Transportation AU - Federal Highway Administration TI - Developing a One-Stop Shop for Public/Specialized Transportation Information in Montana PY - 2008/11//Final Report SP - 79p AB - This document provides the Montana Department of Transportation (MDT) and its partners with a plan to enhance Montana traveler information systems so that Montana residents and visitors can better find information about their transportation options. The goal of the One-Stop Shop is to help Montanans and visitors find transportation options other than the private vehicle. An exhaustive survey of transportation options in Montana was conducted and focus groups determined public acceptance of the idea of a One-Stop Shop for traveler information. Findings suggested that Montana currently has no statewide trip planning capability, and planning trips across the coverage areas of different transit agencies is difficult for the user. Recommendations for implementation of a One-Stop Shop include obtaining stakeholder buy-in, involving the state's 211 service, developing a single database of all transportation options in the state, and utilizing Google Transit. KW - Advanced public transportation systems KW - Advanced traveler information systems KW - Montana KW - Public transit KW - Traveler information and communication systems KW - Trip planning UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/one_stop/final_report.pdf UR - https://trid.trb.org/view/884180 ER - TY - RPRT AN - 01122471 AU - Xin, Wuping AU - Hourdos, John AU - Michalopoulos, Panos G AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Enhanced Micro-Simulation Models for Accurate Safety Assessment of Traffic Management ITS Solutions PY - 2008/11//Final Report SP - 107p AB - Much research has been conducted in the development, implementation, and evaluation of innovative intelligent transportation system (ITS) technologies aiming to improve traffic operations and driving safety. Existing micro-simulation modeling only describes normative car-following behaviors devoid of weakness and risks associated with real-life everyday driving. This research aims to develop a new behavioral car-following model that is pertinent to the true nature of everyday human driving. Unlike traditional car-following models that deliberately prohibit vehicle collisions, this new model builds upon multi-disciplinary findings explicitly taking into account perceptual thresholds, judgment errors, anisotropy of reaction times and driver inattention, in order to replicate “less-than-perfect” driving behavior with all its weakness and risks. Most importantly, all parameters of this model have direct physical meaning; this ensures vehicle collisions are replicated as a result of behavioral patterns rather than simply being numerical artifacts of the model. Meanwhile, vehicle trajectories were extracted from real-life crashes collected from a freeway section of I-94WB. This is by far the first data collection effort that has aimed to collect vehicle trajectories from real-life crashes to aid car-following modeling. These data were employed in this study to test, calibrate and validate the model. This new model is successful in replicating these vehicle trajectories as well as crashes. KW - Behavior KW - Car following KW - Crashes KW - Highway operations KW - Highway safety KW - Highway traffic control KW - Intelligent transportation systems KW - Microsimulation KW - Validation KW - Vehicle trajectories UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1030 UR - https://trid.trb.org/view/884151 ER - TY - RPRT AN - 01121987 AU - Perera, R W AU - Kohn, S D AU - Rada, G R AU - Soil and Materials Engineers, Incorporated AU - MACTEC Engineering and Consulting, Incorporated AU - Federal Highway Administration TI - LTPP Manual for Profile Measurements and Processing PY - 2008/11 SP - 240p AB - This manual describes operational procedures for measuring longitudinal pavement profiles for the Long-Term Pavement Performance (LTPP) program using the International Cybernetics Corporation (ICC) road profiler, Face Company Dipstick, and the rod and level. It also contains procedures for measuring transverse profiles of the pavement using the Face Company Dipstick. Procedures for calibration of equipment, data collection, record keeping, and maintenance of equipment for each of these profiling devices are described in this manual. This manual also describes procedures to be followed in the office when processing the profile data that were collected in the field as well as guidelines for performing inter-regional comparison tests among the LTPP profilers. KW - Calibration KW - Data collection KW - Instruments for measuring roughness KW - Long-Term Pavement Performance Program KW - Maintenance KW - Pavement performance KW - Profile (Longitudinal) KW - Profile (Transverse) KW - Profilers UR - http://www.fhwa.dot.gov/pavement/ltpp/pubs/08056/08056.pdf UR - http://ntl.bts.gov/lib/30000/30700/30770/08056.pdf UR - http://ntl.bts.gov/lib/30000/30800/30895/FHWA-HRT-08-056.pdf UR - https://trid.trb.org/view/884097 ER - TY - RPRT AN - 01121758 AU - Vijayaraghavan, Krishna AU - Rajamani, Rajesh AU - University of Minnesota, Twin Cities AU - Intelligent Transportation Systems Institute AU - Research and Innovative Technology Administration TI - Novel Battery-Less Wireless Sensors for Traffic Flow Measurement PY - 2008/11//Final Report SP - 54p AB - This project presents a novel battery-less wireless sensor that can be embedded in the road and used to measure traffic flow rate, speed and approximate vehicle weight. Compared to existing inductive loop based traffic sensors, the new sensor is expected to provide increased reliability, easy installation and low maintenance costs. The sensor uses power only for wireless transmission and has ZERO idle power loss. Hence the sensor is expected to be extremely energy efficient. Energy to power this sensor is harvested entirely from the short duration vibrations that results when an automobile passes over the sensor. A significant portion of the project focuses on developing low power control algorithms that can harvest energy efficiently from the short duration vibrations that result when a vehicle passes over the sensor. To this effect this report develops and compares three control algorithms “Fixed threshold switching”, “Maximum Voltage switching” and “Switched Inductor” for maximizing this harvested energy. The novel “Switched inductor” algorithm with a dual switch control configuration is shown to be the most effective at maximizing harvested energy. All three of the developed control algorithms can be implemented using simple low power analog circuit components. The developed sensor is evaluated using a number of experimental tests. Experimental results show that the sensor is able to harvest adequate energy for its operation from the passing of every axle over the sensor. The sensor can reliably and accurately measure traffic flow rate. KW - Algorithms KW - Measurement KW - Sensors KW - Traffic flow KW - Traffic flow rate KW - Wireless sensor networks UR - http://www.cts.umn.edu/Publications/ResearchReports/pdfdownload.pl?id=1032 UR - https://trid.trb.org/view/882519 ER - TY - RPRT AN - 01121746 AU - Ozyildirim, Celik AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Bulb-T Beams with Self Consolidating Concrete on the Route 33 Bridge Over the Pamunkey River in Virginia PY - 2008/11//Final Report SP - 18p AB - This study evaluated the bulb-T beams made with self-consolidating concrete (SCC) used in the Route 33 Bridge over the Pamunkey River at West Point, Virginia. Before the construction of the bridge, two test beams with SCC similar in cross section to the actual beams in the structure were cast and loaded to failure at the Federal Highway Administration’s Turner-Fairbank Highway Research Center in McLean, Virginia. They were tested for transfer length, development length, flexural strength, and shear strength. These test beams demonstrated that SCC members can be designed using the same methods, assumptions, and limiting values as used for normally consolidated concrete beams. Based on the positive results, beams with SCC were cast and placed in the Route 33 Bridge. The study found that SCC yielding adequate slump flow can be prepared without segregation and with satisfactory strength and acceptably low permeability. However, proper attention must be devoted to mixture proportioning, workability, stability, and air content to ensure the quality of the product. The use of SCC in beams will have two major benefits: (1) expedited construction at the plant, a savings that is difficult to estimate at this time, and (2) improved quality. If the second benefit provides a 10 percent increase in service life, which is a reasonable expectation; given a typical $10.68 million yearly expenditure for prestressed concrete beams, this could lead to a cost savings for the Virginia Department of Transportation of close to $1 million per year. KW - Air content KW - Compressive strength KW - Mixtures KW - Permeability KW - Proportioning KW - Self compacting concrete KW - Slump flow KW - Stability (Chemistry) KW - T beams KW - Workability UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r5.pdf UR - http://ntl.bts.gov/lib/37000/37600/37678/09-r5.pdf UR - https://trid.trb.org/view/883742 ER - TY - RPRT AN - 01121702 AU - Koch, Stephanie AU - Roberts-Wollmann, Carin L AU - Virginia Transportation Research Council AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Design Recommendations for the Optimized Continuity Diaphragm for Prestressed Concrete Bulb-T Beams PY - 2008/11//Final Report SP - 70p AB - This research focused on prestressed concrete bulb-T (PCBT) beams made composite with a cast-in-place concrete deck and continuous over several spans through the use of continuity diaphragms. The current design procedure in AASHTO states that a continuity diaphragm is considered to be fully effective if a compressive stress is present in the bottom of the diaphragm when the superimposed permanent load, settlement, creep, shrinkage, 50% live load, and temperature gradient are summed, or if the beams are stored at least 90 days when continuity is established. It is more economical to store beams for fewer days, so it is important to know the minimum number of days that beams must be stored to satisfy AASHTO requirements. In addition, if the beams are stored for 90 days before erection, the positive moment detail must have a factored nominal strength (φMn) greater than 1.2 times the cracking moment (Mcr). In 2005, Newhouse tested the positive moment diaphragm reinforcement detail that is currently being adopted by VDOT. The first objective of this research was to determine if the detail was adequate if beams are stored for 90 days. The second objective was to determine if, based on AASHTO requirements, beams could be stored for fewer than 90 days. After the analysis of all PCBT beam sizes and a wide variety of span lengths and beam spacings, it can be concluded that Newhouse’s detail, four No. 6 bars bent 180° and extended into the diaphragm, is adequate for all beams except for the PCBT-77, PCBT-85, and the PCBT-93 when the beams are stored for a minimum of 90 days. For these three beam sizes, three possible solutions are presented: one with two additional bent strands extended into the continuity diaphragm, one with an additional hairpin bar extended into the diaphragm, and one with L-shaped mild reinforcing bars extended into the diaphragm. To determine the minimum number of storage days required to satisfy AASHTO’s requirement for compression at the bottom of the diaphragm, a parametric study was performed. The PCA Method was used in this analysis with the updated AASHTO LRFD creep, shrinkage, and prestress loss models. The parametric study included all sizes of PCBT beams, with two beam spacings, three span lengths and two beam concrete strengths for each size. Both two-span and three-span cases were analyzed. It was concluded that about half of the cases result in a significant reduction in the minimum number of storage days if the designer is willing to perform a detailed analysis. The other half of the cases must be stored for 90 days because the total moment in the diaphragm will never become negative and satisfy the AASHTO requirement. In general, narrower beam spacing and higher concrete compressive strength results in shorter required storage duration. A recommended quick check is to sum the thermal, composite dead load, and half of the live load restraint moments. The beam must be stored 90 days if that sum is positive, and a more detailed time-dependent analysis will indicate a shorter than 90 day storage period if that sum is negative. KW - Bridge decks KW - Bridge design KW - Bulb T beams KW - Cast in place concrete KW - Continuity diaphragms KW - Diaphragms (Engineering) KW - Prestressed concrete KW - Storage time KW - T beams UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr1.pdf UR - https://trid.trb.org/view/883745 ER - TY - RPRT AN - 01120523 AU - Flintsch, Gerardo W AU - Diefenderfer, Brian K AU - Nunez, Orlando AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Department of Transportation AU - Federal Highway Administration AU - Virginia Transportation Research Council TI - Composite Pavement Systems: Synthesis of Design and Construction Practices PY - 2008/11//Final Contract Report SP - 58p AB - Composite pavement systems have shown the potential for becoming a cost-effective pavement alternative for highways with high and heavy traffic volumes, especially in Europe. This study investigated the design and performance of composite pavement structures composed of a flexible layer (top-most layer) over a rigid base. The report compiles (1) a literature review of composite pavement systems in the U.S. and worldwide; (2) an evaluation of the state-of-the-practice in the U.S. obtained using a survey; (3) an investigation of technical aspects of various alternative composite pavement systems designed using available methodologies and mechanistic-empirical pavement distress models (fatigue, rutting, and reflective cracking); and (4) a preliminary life cycle cost analysis (LCCA) to study the feasibility of the most promising composite pavement systems. Composite pavements, when compared to traditional flexible or rigid pavements, have the potential to become a cost-effective alternative because they may provide better levels of performance, both structurally and functionally, than the traditional flexible and rigid pavement designs. Therefore, they can be viable options for high volume traffic corridors. Countries, such as the U.K. and Spain, which have used composite pavement systems in their main road networks, have reported positive experiences in terms of functional and structural performance. Composite pavement structures can provide long-life pavements that offer good serviceability levels and rapid, cost-effective maintenance operations, which are highly desired, especially for high-volume, high-priority corridors. Composite pavements mitigate various structural and functional problems that typical flexible or rigid pavements tend to present, such as hot-mix asphalt (HMA) fatigue cracking, subgrade rutting, portland cement concrete (PCC) erosion, and PCC loss of friction, among others. At the same time, though, composite systems are potentially more prone to other distresses, such as reflective cracking and rutting within the HMA layer. Premium HMA surfaces and/or reflective cracking mitigation techniques may be required to mitigate these potential problems. At the economic level, the results of the deterministic agency-cost LCCA suggest that the use of a composite pavement with a cement-treated base (CTB) results in a cost-effective alternative for a typical interstate traffic scenario. Alternatively, a composite pavement with a continuously reinforced concrete pavement (CRCP) base may become more cost-effective for very high volumes of traffic. Further, in addition to savings in agency cost, road user cost savings could also be important, especially for the HMA over CRCP composite pavement option because it would not require any lengthy rehabilitation actions, as is the case for the typical flexible and rigid pavements. KW - Composite pavements KW - Life cycle costing KW - Mechanistic design KW - Pavement design KW - Pavement distress KW - Pavement performance KW - Paving UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-cr2.pdf UR - http://ntl.bts.gov/lib/37000/37600/37675/09-cr2.pdf UR - https://trid.trb.org/view/879073 ER - TY - RPRT AN - 01118733 AU - Larson, Roger M AU - Hoerner, Todd E AU - Smith, Kurt D AU - Wolters, Angela S AU - Applied Pavement Technology, Incorporated AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Relationship between Skid Resistance Numbers Measured with Ribbed and Smooth Tire and Wet Accident Locations PY - 2008/11//Final Report SP - 260p AB - Due to the recent strategic initiative adopted by the Ohio Department of Transportation (ODOT) to reduce highway crashes, there is a current need to determine if surface friction testing results can be correlated to wet weather crash data in Ohio. The establishment of such correlations would allot ODOT to develop a proactive wet-pavement accident reduction program that would effectively predict locations where wet-pavement crashes may likely occur. Under this study, research was conducted to determine if surface characteristic measurement can be correlated to wet-weather accidents and guidance was provided on the identification of desirable or target friction numbers as a function of site categories and friction demand. A comprehensive literature review was first conducted on pavement surface characteristics, including a review of international research activities. This was followed by a field testing program to evaluate smooth- and ribbed-tire surface friction, as well as pavement macrotexture and roughness, at 90 locations through the state. The 90 sections that were selected represent three site categories: signalized intersections, unsignalized intersections, and congested freeways. These site categories were considered to have the most potential to reduce rear-end crashes. The surface characteristics data from the 90 pavement sections were then analyzed with regards to crash data using both trend analysis and regression modeling techniques. Based on the finding from the field testing program and the available information in the literature, preliminary recommendations were developed for ODOT to consider in its quest for improving the safety of its roadway network. The main body of this report includes an abbreviated summary of the extensive literature search of both U.S. and international studies, a detailed description of the field testing program, a summary of data analysis procedures, a summary of the findings and conclusions, and a summary of the final recommendations for implementation. KW - Crash data KW - Friction tests KW - Macrotexture KW - Ribbed tires KW - Roughness KW - Skid resistance KW - Smooth tires KW - Texture KW - Traffic crashes KW - Wet pavements KW - Wet weather UR - http://worldcat.org/arcviewer/1/OHI/2009/04/10/H1239376456705/viewer/file1.pdf UR - https://trid.trb.org/view/878575 ER - TY - RPRT AN - 01118701 AU - Chu, Xuehao AU - National Center for Transit Research AU - Department of Transportation AU - Florida Department of Transportation TI - Development of an NTD Tool for Vanpool Services PY - 2008/11//Final Report SP - 28p AB - The National Transit Database has requirements on how providers of vanpool services collect and report their data on service consumed and service provided. Current practices, however, often deviate from these requirements. Such deviations lead to poor data for policy decision-making and can result in less funding from the Urbanized Area Formula Grant Program. This report describes a spreadsheet template and related guidance to help providers of vanpool services better meet the requirements of the National Transit Database. The spreadsheet template requires four types of input data–general information, route data, sample data, and daily activity data–and processes the input data into summary data items for three forms of the National Transit Database: M-20, S-10, and FFA-10. The report describes the spreadsheet template and how it should be used and provides brief guidance on collecting data on service consumed and detailed guidance on collecting data on service provided, including actual vehicle revenue miles and actual vehicle revenue hours. Once implemented, the spreadsheet template and related guidance are expected to save administrative costs of data processing and reporting, increase the quality of data on service provided and service consumed reported to the National Transit Database, and bring more federal funds as a result of more providers of vanpool services reporting their data to the National Transit Database that meet its requirements. KW - Data collection KW - Data quality KW - Databases KW - National Transit Database KW - Public transit KW - Vanpools UR - http://www.nctr.usf.edu/pdf/77715.pdf UR - https://trid.trb.org/view/878033 ER - TY - RPRT AN - 01118687 AU - Hallmark, Shauna L AU - Fitzsimmons, Eric AU - Plazak, Dave AU - Hoth, Karina AU - Isebrands, Hillary AU - Iowa State University, Ames AU - Federal Highway Administration AU - Midwest Transportation Consortium TI - Toolbox to Assess Tradeoffs between Safety, Operations, and Air Quality for Intersection and Access Management Strategies PY - 2008/11//Final Report SP - 124p AB - Significant transportation agency resources are allocated to meet maintenance, operations, safety, and air quality goals. Although there is a significant amount of overlap between these areas, decisions to meet agency goals in one area often do not consider goals in the others and, as a result, miss opportunities to leverage funds and make better informed decisions overall. There are a number of areas of overlap between capital improvements designed to improve operations, maintenance, safety, and air quality goals that provide a rich opportunity to leverage funds and use resources more cost-effectively while meeting agency goals in two or more of the areas. The objective of this research is to develop analytical tools that can efficiently evaluate common capital projects used to meet agency goals in one area (operations, safety, air quality, and maintenance) but that also have a significant impact on the others. KW - Access control (Transportation) KW - Air quality KW - Alternatives analysis KW - Capital improvements KW - Highway operations KW - Highway safety KW - Intersections KW - Maintenance UR - http://www.intrans.iastate.edu/reports/safety_ops_air.pdf UR - https://trid.trb.org/view/878326 ER - TY - RPRT AN - 01118679 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Intelligent Transportation Systems: A Summary of Progress and Results PY - 2008/11 SP - 40p AB - This booklet presents examples of and results from the public investment in intelligent transportation systems (ITS) since its initial funding in 1991. All data compiled has been gathered from documented reports and on-line websites, the majority funded by the USDOT. These examples present the diversity of ITS impacts on the travelling public and the movement of goods. This booklet is organized as follows: The Federal ITS Program history and examples of: (1) Technologies deployed across the nation, (2) Benefits derived for the nation, (3) Case studies on specific ITS benefits, (4) Major ITS research initiatives that summarize the current ITS Program. KW - Benefits KW - Case studies KW - Federal government KW - Freight transportation KW - History KW - Intelligent transportation systems KW - Passenger transportation KW - Research projects KW - Technology UR - http://ntl.bts.gov/lib/31000/31500/31554/Intelligent_Transportation_Systems_A_Summary_of_Progress___Results.pdf UR - https://trid.trb.org/view/878701 ER - TY - RPRT AN - 01118291 AU - Ballard, Zachoria J AU - Caires, William S AU - Peters, Stanley R AU - J.A. Cesare and Associates, Incorporated/Construction Technical Services AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Alternate Mitigation Materials for Alkali-Silica Reaction (ASR) in Concrete PY - 2008/11//Final Report SP - 74p AB - Contractors are finding it difficult to obtain Class F fly ash for concrete paving projects, but Colorado Department of Transportation (CDOT) specifications do not currently allow Class N fly ash to be substituted for Class F fly ash. The purpose of this study was to determine the effectiveness of Class N fly ash and other pozzolans for mitigating alkali-silica reaction (ASR) and resisting sulfate attack. First, a literature review was performed to find research on Class N fly ash. Second, other state departments of transportation (DOTs) were contacted to determine if Class N fly ash is used and how it is specified. Third, laboratory tests were conducted to determine the effectiveness of Class N fly ash and other materials in mitigating ASR when compared to Class F fly ash. Using one source of Class F fly ash, one source of Class N, and one source of reactive aggregate (fine and course), the effectiveness of Class N was determined by testing each combination in accordance to Colorado Procedures CP-L 4201 and CP-L 4202. Class N fly ash was found to be effective in mitigating ASR. Once the effectiveness of Class N and other products tested was determined, further testing on a Class D mix design was performed for potential effects on fresh and hardened concrete. Testing included entrained air on plastic concrete, rapid chloride permeability (ASTM C1202-05), and compressive strength at 7, 28, and 56 days. It was determined that CDOT should modify the concrete pavement specifications to allow the use of Class N fly ash and other alternate materials. Implementation into concrete construction will involve economic evaluations by the contractors. Potential Class F fly ash shortages will likely promote mix designs with alternate materials. KW - Admixtures KW - Air entrained concrete KW - Alkali silica reactions KW - Class F fly ash KW - Class N fly ash KW - Compressive strength KW - Concrete KW - Fly ash KW - Laboratory tests KW - Literature reviews KW - Rapid chloride permeability KW - State departments of transportation UR - http://www.dot.state.co.us/Publications/PDFFiles/asr.pdf UR - https://trid.trb.org/view/878405 ER - TY - RPRT AN - 01118290 AU - Fernando, Emmanuel G AU - Oh, Jeongho AU - Ryu, Duchwan AU - Nazarian, Soheil AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Consideration of Regional Variations in Climatic and Soil Conditions in the Modified Triaxial Design Method PY - 2008/11//Technical Report SP - 100p AB - The Texas Department of Transportation (TxDOT) uses the modified triaxial design procedure to check pavement designs from the flexible pavement system program. Since its original development more than 50 years ago, little modification has been made to the original triaxial design method. There is a need to verify the existing load-thickness design chart to assess its applicability for the range in pavement materials used by the districts and the range in service conditions encountered in practice. Additionally, there is a conservatism in the current method, which assumes the worst condition in characterizing the strength properties of the subgrade. While this approach may apply to certain areas of the state such as east Texas, it can lead to unduly conservative assessments of pavement load bearing capacity in districts where the climate is drier, or where the soils are not as moisture susceptible. Clearly, there is a need to consider regional differences to come up with a more realistic assessment of pavement thickness requirements for the given local conditions. To address this need, researchers characterized the variation of climatic and soil conditions across Texas to develop a procedure that accounts for moisture effects and differences in moisture susceptibilities among different soils. Researchers incorporated this procedure in a computer program for triaxial design analysis that offers greater versatility in modeling pavement systems compared to the limited range of approximate layered elastic solutions represented in the existing modified triaxial design curves. This program permits engineers to correct soil strength parameters to values considered representative of expected in-service conditions when such corrections are deemed appropriate for the given local climatic and soil conditions. KW - Bearing capacity KW - Climatic regions KW - Computer programs KW - Design methods KW - Flexible pavements KW - Local conditions KW - Moisture susceptibility KW - Pavement design KW - Soil strength KW - Subgrade (Pavements) KW - Texas KW - Thickness KW - Triaxial shear tests UR - http://tti.tamu.edu/documents/0-4519-2.pdf UR - https://trid.trb.org/view/878373 ER - TY - RPRT AN - 01118284 AU - Boyle, John M AU - Lampkin, Cheryl AU - Schulman, Ronca and Bucuvalas, Incorporated AU - National Highway Traffic Safety Administration TI - 2007 Motor Vehicle Occupant Safety Survey. Volume 3: Air Bags Report PY - 2008/11//January 9, 2007 to April 30, 2007 SP - 58p AB - The 2007 Motor Vehicle Occupant Safety Survey was the sixth in a series of periodic national telephone surveys on occupant protection issues conducted for the National Highway Traffic Safety Administration (NHTSA). Data collection was conducted by Schulman, Ronca & Bucuvalas, Inc., a national survey research organization. The survey used two questionnaires, each administered to a randomly selected national sample of about 6,000 persons age 16 or older. Interviewing began January 9, 2007, and ended April 30, 2007. This report presents the survey findings pertaining to air bags. Detailed information on the survey methodology, as well as copies of the questionnaires, are contained in a separate NHTSA report (“2007 Motor Vehicle Occupant Safety Survey. Volume 1: Methodology Report”). The percentage of drivers with air bags in their primary vehicles has continued to increase. In 2007, 90% reported air bags in their primary vehicles, compared to 77% in 2003. The vast majority of the public (96%) understood that seat belts still needed to be worn even when the vehicle they were riding in had an air bag. Thirty-three percent of the public had concerns about the safety of air bags. Despite the concerns, 90% of the public would prefer both driver and passenger air bags in their next vehicle, compared to 5% who would prefer not to have air bags in their next vehicle and 3% who were unsure what they would prefer. KW - Air bags KW - Interviewing KW - Motor Vehicle Occupant Safety Survey KW - Occupant protection devices KW - Questionnaires KW - Random sampling KW - Surveys KW - Vehicle occupants KW - Vehicle safety UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810976.pdf UR - https://trid.trb.org/view/878372 ER - TY - SER AN - 01118033 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - National Highway Traffic Safety Administration TI - Lives Saved in 2007 by Restraint Use and Minimum Drinking Age Laws PY - 2008/11 SP - 2p AB - In 2007, the use of seat belts in motor vehicles saved an estimated 15,147 lives. Seat belts have saved 76,936 lives during the 5-year period from 2003 through 2007. These annual lives-saved counts have been produced by NHTSA’s National Center for Statistics and Analysis since 1975. The counts are estimates which are calculated using the effectiveness of each device or law that is mentioned. In addition to the 15,147 lives saved in 2007 by seat belts (occupants age 5 and older), 2,788 lives were saved by frontal air bags (occupants age 13 and older), 1,784 lives were saved by motorcycle helmets, 826 lives (ages 18, 19, and 20) were saved by 21-year-old minimum drinking age laws, and Lives Saved in 2007 by Restraint Use and Minimum Drinking Age Laws 382 lives (age 4 and younger) were saved by child restraints (child safety seats and lap/shoulder belts). An additional 5,024 lives would have been saved in 2007 if all unrestrained motor vehicle occupants involved in fatal crashes had worn their seat belts; and if all motorcyclists had been helmeted, an additional 800 lives would have been saved. As the number of motorcyclists has greatly increased in re-cent years, the number of lives saved by motorcycle helmets has also gone up sharply, from 1,173 in 2003 to 1,784 in 2007, an increase of more than 50 percent. The number of additional lives that would have been saved if motorcycle helmet use had been 100 percent also rose each year since 2003. KW - Air bags KW - Fatalities KW - Highway safety KW - Laws KW - Legal drinking age KW - Motorcycle helmets KW - Motorcyclists KW - Seat belts KW - Statistics KW - Utilization KW - Vehicle occupants UR - http://www.nhtsa.dot.gov/portal/nhtsa_static_file_downloader.jsp?file=/staticfiles/DOT/NHTSA/NCSA/Content/RNotes/2008/811049r.pdf UR - https://trid.trb.org/view/876547 ER - TY - RPRT AN - 01115461 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Intelligent Transportation Systems for Planned Special Events: A Cross-Cutting Study PY - 2008/11 SP - v.p. AB - Agencies across the country must contend with the transportation implications of hosting planned special events. Events can be large or small; they can be scheduled only once or repeat on a regular basis. All planned special events present challenges to host communities. Intelligent Transportation Systems (ITS), which include equipment to sense current traffic conditions, to control traffic flow and to inform travelers of what to expect, as well as centers to bring all these functions together, can help agencies meet these challenges. This cross-cutting study examines how six agencies in five states used and continue to use ITS to reduce congestion generated by planned special events, thereby reducing crashes, increasing travel time reliability, and reducing driver frustration. Six locations were selected for in-depth examination in this crosscutting study: Montgomery County, Maryland; Boston, Massachusetts; Anaheim, California; Pasadena, California; Daytona Beach, Florida; Dutchess County, New York. Overall, the transportation officials interviewed found that the use of ITS helps to ease the congestion and frustration that accompany many planned special events. ITS benefit all types of agencies that host planned special events in all types of locations, from large urban areas that host many events throughout the year to small rural areas that host only one or two events annually. Transportation officials in localities around the country have recognized the important role ITS technologies play in the success of their planned special events. Many of these individuals also recognize that without those technologies, efficiently managing the transportation needs of both event attendees and local citizens would be a much more challenging proposition. The use of ITS technologies themselves can, however, offer challenges. Many systems use sophisticated communications or networking applications that require operator training prior to deployment. Systems that are newly acquired by a locality may also experience glitches or difficulties associated with initial deployment that require maintenance or remediation from the manufacturer. Other technologies or systems, while potentially effective, are cost-prohibitive for smaller communities and rural areas with more limited budgets. In addition, local factors can have a significant impact on the usefulness of a technology solution. For example, an event with significant use of radio frequency (RF ) bandwidths at the event venue may make wireless communication with equipment via cellular phone difficult or impossible. KW - Anaheim (California) KW - Boston (Massachusetts) KW - Daytona Beach (Florida) KW - Dutchess County (New York) KW - Highway safety KW - Intelligent transportation systems KW - Montgomery County (Maryland) KW - Pasadena (California) KW - Special events KW - Traffic mitigation KW - Transportation planning KW - Travel time KW - Travel time reliability UR - http://ntl.bts.gov/lib/30000/30400/30470/14436.pdf UR - https://trid.trb.org/view/874792 ER - TY - RPRT AN - 01115446 AU - Laurits R. Christensen Associates, Incorporated AU - Surface Transportation Board TI - Description of the U.S. Freight Railroad Industry. Volume 1 PY - 2008/11//Final Report SP - 115p AB - This report, Volume 1, presents general background information about the United States railroad freight industry and perspective for the other volumes of this study. In Volume 1, the authors provide a brief history of the U.S. freight railroad industry, review significant economic issues that are common to a number of network industries (including the railroad industry), review the economic literature on the railroad industry, and report on the varied and extensive input the authors received from industry stakeholders in the qualitative research phase of their study regarding crucial issues facing the railroad industry. Chapter 2 presents a short case study of the U.S. freight railroad industry. Chapter 3 describes the economics of select network industries, with comparisons to the railroad industry. Chapter 4 presents a review of empirical economic studies of the U.S. railroad industry, with a concentration on productivity, costs, costs, pricing and industry structure in the post-Staggers Act period. Finally, Chapter 5 discusses current concerns over the performance of the U.S. freight railroad industry, including a report of the input the authors obtained from industry stakeholders. KW - Costs KW - Economic analysis KW - Freight transportation KW - History KW - Industry structure KW - Performance KW - Pricing KW - Productivity KW - Railroads KW - United States UR - http://www.stb.dot.gov/stb/docs/CompetitionStudy/Volume%201.pdf UR - https://trid.trb.org/view/875127 ER - TY - RPRT AN - 01115436 AU - Laurits R. Christensen Associates, Incorporated AU - Surface Transportation Board TI - Policy Analysis and Future Directions for Research. Volume 3 PY - 2008/11//Final Report SP - 186p AB - This volume, Volume 3, addresses the history of public policy as it relates to the railroad industry in the United states. It includes railroad regulation and legislation. In addition, an economic analysis of proposed policy changes is presented. KW - Economic analysis KW - History KW - Legislation KW - Policy analysis KW - Railroads KW - Regulation KW - United States UR - http://www.stb.dot.gov/stb/docs/CompetitionStudy/Volume%203.pdf UR - https://trid.trb.org/view/875129 ER - TY - RPRT AN - 01115402 AU - Laurits R. Christensen Associates, Incorporated AU - Surface Transportation Board TI - Analysis of Competition, Capacity, and Service Quality. Volume 2 PY - 2008/11//Final Report SP - 459p AB - This volume, Volume 2, presents an econometric analysis of the post-Staggers Act performance of the United States freight railroad industry. Commodity specific railroad pricing behavior is examined. In addition, railroad service quality and capacity issues are explored. The volume ends with an evaluation of the performance and structure of the railroad industry to ascertain the existence of undo exercise of market power. KW - Commodities KW - Competition KW - Econometrics KW - Economic analysis KW - Freight transportation KW - Industry structure KW - Market assessment KW - Performance KW - Pricing KW - Quality of service KW - Railroad capacity KW - Railroads KW - United States UR - http://www.stb.dot.gov/stb/docs/CompetitionStudy/Volume%202.pdf UR - https://trid.trb.org/view/875128 ER - TY - RPRT AN - 01115398 AU - Eakin, Kelly AU - Meitzen, Mark AU - Bozzo, Thomas AU - Schoech, Philip AU - Laurits R. Christensen Associates, Incorporated AU - Surface Transportation Board TI - A Study of Competition in the U.S. Freight Railroad Industry and Analysis of Proposals that Might Enhance Competition. Executive Summary PY - 2008/11//Final Report SP - 60p AB - This report evaluates the competitive state of the railroad freight industry in the United States. It asks and attempts to answer the following five questions: (1) How is the current state of competition of the U.S. railroad freight industry described? (2) What are the near future and current constraints with regard to capacity in the U.S. railroad industry? (3) How is capacity investment impacted by regulation and competition in the railroad industry? (4) How is competition impacted by capacity constraints? (5) How is the quality of service impacted by capacity constraints, competition, and other factors? KW - Competition KW - Freight transportation KW - Investments KW - Quality of service KW - Railroad capacity KW - Railroads KW - Regulation KW - United States UR - http://www.stb.dot.gov/stb/docs/CompetitionStudy/Executive%20Summary.pdf UR - https://trid.trb.org/view/875126 ER - TY - ABST AN - 01463997 TI - Computer-Based Vehicle Collision Simulation for Analyzing Cable Barrier Effectiveness on Traffic Injury Prevention AB - Cross-median crashes are typically violent collisions with a high probability of multiple serious injuries and deaths. Previous research has shown that cross-median crashes are responsible for a disproportionately high rate of fatalities. Median barriers, which will prevent a vehicle from crossing the median and having head-on collision with opposing traffic,by capturing or redirecting the errant vehicle during an accident, would effectively help preventing the severe acrossmedian crashes, as well as greatly reducing associated fatalities. Cable barrier systems, especially high-tension cable barrier systems are rapidly gaining popularity in median applications, which are typically less expensive to install than strong-post or rigid concrete barriers, and the flexible nature imparts lower decelerations to impacting vehicles and the occupants inside, and result in a lower impact severity and probability of injury. Due to the high cost of full-scale crash testing, computer simulation using advanced, nonlinear finite element analysis (FEA) codes would be a practical alternative to actual full-scale testing in evaluating performance of the barrier systems under vehicle crash. The purpose of the proposed research would be to obtain behavior as well as critical performance parameters of the cable barrier system under vehicle crash impact, so that that recommendations could be made to improve the overall performance of the system and enhance system safety features. KW - Cable barriers KW - Crash injuries KW - Crash prevention KW - Cross median accidents KW - Crossover accidents KW - Crossovers KW - Fatalities KW - Finite element method KW - Frontal crashes KW - Traffic crashes KW - Traffic simulation UR - https://trid.trb.org/view/1232225 ER - TY - ABST AN - 01459738 TI - International Transit Studies Program AB - BACKGROUND

Since 1994, the Transit Cooperative Research Program (TCRP) has sponsored an International Transit Studies Program (ITSP). The primary purpose of ITSP has been to broaden the professional development of U.S. transit professionals in management positions at transit agencies and non-operating agencies that play a major role in planning or financing public transit. The program gives these transit professionals opportunities to meet with transit agency staff in cities around the world where they learn first-hand how various modes of transit are planned, funded, and operated within communities of different sizes and types.

The program was established to enhance the knowledge and understanding of future leaders of the U.S. public transit industry. The program provides participants with the opportunity to visit transit systems abroad and obtain new insights and knowledge that are useful to their organizations, the industry, and their own transit career advancement and expands the network of domestic and international contacts that they can draw on in addressing public transit issues in the future. Mission participants are expected to share their international experience with their organizations and the U.S. transit industry as a whole. Each participant is required to prepare a trip report on an element of the mission. These trip reports are then consolidated into a mission report for TCRP publication and dissemination to the transit industry.

Each study mission is centered around a theme prevalent in public transportation in the United States Cities to be visited are selected on the basis of their ability to demonstrate new ideas or unique approaches to handling public transportation challenges reflected in the study mission's theme. Study missions normally are conducted in the spring and fall of each year. Study teams typically consist of 14 individuals--a transit general manager designated as team leader, 12 participants, and a representative of the ITSP contractor team responsible for the smooth operation of the mission. The team leader and participants for each mission are selected via an on open nomination processes. The TCRP Project J-03 oversight panel strives to balance mission membership by professional qualifications, discipline, geography, gender, and ethnicity. All travel expenses associated with the study mission are covered by the program. To date, 23 study missions have been held, and 2 additional study missions have been scheduled for the spring and fall of 2006. Past missions have visited Europe, Asia, Canada, South America, Australia, and New Zealand.

A total of $325,000 is made available annually to a contractor to operate the ITSP on behalf of the TCRP. The TCRP project panel is responsible for establishing general ITSP policies and procedures including team-leader and participant eligibility criteria, approving study mission locations, and selecting study mission team leaders and participants.

The ITSP contractor is responsible for (a) preparing recommendations for study mission locations, (b) administering the nomination and processes for selecting the team leader and participants of each mission, (c) organizing and conducting study missions, (d) disbursing payments for all travel and other expenses associated with the missions, and (e) preparing mission reports for TCRP publication based on the individual trip reports prepared by mission participants.

OBJECTIVE

The objective of this project is to continue the ITSP for up to 5 years, contingent on annual extensions based on acceptable performance. The initial contract period of the project will cover the fall 2006, spring 2007, and fall 2007 study missions. Up to $487,500 will be made available for this initial contract term. Given the lead time necessary to plan and prepare for the fall 2006 mission, it is expected that the initial contract resulting from this procurement will be executed on or about April 1, 2006, and will cover the period through December 31, 2007. Subsequent contract amendments will be executed on a calendar year basis for 2008 through 2011, providing $325,000 to cover the spring and fall missions in each year. The program should continue to focus primarily on professional development, with technology exchange as an important, but secondary objective.

The scope of work consists of two parts:

Part I--Organizing, conducting, and documenting the international transportation study missions.
Part II--Providing an ongoing institutional structure to house the ITSP.

At a minimum, the ITSP will include at least the following tasks. Part II is concerned with the administrative structure and the institutional home for the program. Proposers may add additional tasks if they believe that the task can further the objectives of the ITSP program and are feasible within the budget constraints. TCRP Project Panel J-3 will provide oversight for the program including approval of all study missions, team leaders, and participants.

PART I-- Organizing, Conducting, Documenting International Transportation Study Missions

A spring and fall study mission will be held each calendar year. Each mission will be 2 weeks in duration and will include 14 participants--a senior transit general manager designated as team leader, 12 participants, and a representative of the ITSP contractor team responsible for the smooth operation of the mission.
( I-1) In collaboration with a subgroup of the TCRP panel, recommend a theme, location, and preliminary itinerary for the study mission for project panel review and approval. (I-2) Develop a detailed mission schedule and itinerary. (I-3.) Administer the mission team-leader selection process. The team leader for each mission is selected through an open, competitive process. Contractor responsibilities for the administration of this selection process include preparation of an application package requesting team-leader candidates; distribution of the package to all transit system general managers in the United States, the TCRP Oversight and Project Selection (TOPS) Committee, and the TCRP Project J-3 panel, and other entities as directed by the TCRP staff and panel; and collection and packaging of applications received for project panel review. (I-4.) Administer the mission participant selection process. The participants for each mission are selected through an open, competitive process. Contractor responsibilities for the administration of this selection process include preparation of a nomination package requesting participant candidates; distribution of the package to all transit system general managers in the United States, state department of transportation chief executive officers, the TCRP Oversight and Project Selection (TOPS) Committee, the TCRP Project J-3 panel, and other entities as directed by the TCRP staff; collection and packaging of applications received for participant selection and panel review; and attendance at a participant-selection group meeting in Washington, D.C. Twelve participants and two alternates are selected. (I-5.) Prepare background materials for the mission and provide pre-trip support for mission participants. (I-6.) Conduct a pre-trip briefing session for the mission team. The briefing typically lasts 1 day and is held just before mission departure. (I-7.) Conduct the study mission. (I-9.) Prepare a mission report for publication by the TCRP. Each participant on the mission is expected to prepare a trip report on a specific aspect of the mission within 60 days after return form the trip. Typically, tri KW - Information dissemination KW - Information technology KW - International Transit Studies Program KW - Public transit KW - Research projects KW - Transit operating agencies KW - Transportation professionals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1169 UR - https://trid.trb.org/view/1227953 ER - TY - RPRT AN - 01160025 AU - Balaguru, P N AU - Brownstein, Jeremy AU - Center for Advanced Infrastructure and Transportation AU - New Jersey Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Inorganic Protective Coatings and Fiber Reinforced Polymers Demonstration Project: Route 47 Wildwood Drawbridge Bridge House Rehabilitations PY - 2008/10/31/Final Report SP - 13p AB - The primary scope and objective of this project was to demonstrate the use of fiber reinforced polymers for repair and rehabilitation of transportation structures located near the ocean. The structures selected were two bridge houses (towers) that are used to facilitate ship movement at the Route 47 Wildwood drawbridge. In the North Tower, the degradation of concrete occurred due to salt ingress in concrete walls. The salt water source and deterioration was more acute around window openings. In the South Tower, the water is entering near the roof and around window openings. In this tower an addition was constructed to house the bridge operating personnel, and detailing on the four corners seems to be the source of the water entry. The primary objective was the repair and rehabilitation of these structures. The work consisted of identifying and stopping the water ingress, and applying an inorganic coating on the inside walls. This coating protects the interior concrete surface and reduces water penetration, resulting in lower humidity inside the buildings. The permeability of the coating material is much less than the permeability of concrete, but it allows the release of vapor pressure build-up. Therefore, the coating does not delaminate from the parent surface. Fiber reinforced polymers (FRP) with highly extendable polymers were used to seal the joints between the concrete, timber beams, and roof connections to the timber beams. Other repairs to improve the aesthetics of the buildings were also made. KW - Bridge towers KW - Damage (Bridges) KW - Demonstration projects KW - Drawbridges KW - Fiber reinforced polymers KW - Inorganic compounds KW - Joints (Engineering) KW - Protective coating KW - Rehabilitation (Maintenance) KW - Repairing KW - Seawater KW - Walls UR - http://cait.rutgers.edu/files/FHWA-NJ-2008-013.pdf UR - https://trid.trb.org/view/920597 ER - TY - RPRT AN - 01131893 AU - Kockelman, Kara M AU - Duthie, Jennifer AU - Kakaraparthi, Siva Karthik AU - Zhou, Bin AU - Anjomani, Ardeshir AU - Marepally, Sruti AU - Kunapareddychinna, Krishna Priya AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - An Examination of Land Use Models, Emphasizing UrbanSim, TELUM, and Suitability Analysis PY - 2008/10/31/Technical Report SP - 223p AB - This work provides integrated transportation land use modeling guidance to practitioners in Texas regions of all sizes. The research team synthesized existing land use modeling experiences from metropolitan planning organizations (MPOs) across the country, examined the compatibility of TELUM’s and UrbanSim’s requirements with existing data sets, integrated both UrbanSim and a gravity-based land use modeling with an existing travel demand model (TDM), and examined the results of Waco and Austin land use model runs (with and without transportation and land use policies in place). A simpler, geographic information system (GIS)-based land use suitability analysis was also performed, for Waco, to demonstrate the potential value of such approaches. Finally, the knowledge gained from this research project was disseminated to practicing planners through a Resource Manual/Guidebook and two workshops. KW - Austin (Texas) KW - Geographic information systems KW - Gravity models KW - Integrated models (Planning) KW - Land use models KW - Land use planning KW - Metropolitan planning organizations KW - TELUM (Computer model) KW - Texas KW - Transportation planning KW - Travel demand KW - UrbanSim (Computer model) KW - Waco (Texas) UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5667_1.pdf UR - http://ntl.bts.gov/lib/31000/31000/31071/0_5667_1.pdf UR - https://trid.trb.org/view/892071 ER - TY - RPRT AN - 01128895 AU - Lin, Pei-Sung AU - Rai, Sachin AU - Fabregas, Aldo AU - Chen, Hongyun AU - Kourtellis, Achilleas AU - University of South Florida, Tampa AU - Florida Atlantic University, Boca Raton AU - Florida Department of Transportation AU - Federal Highway Administration TI - Signal Technology Applications to Address Traffic Congestion on US 301 in Starke, Florida PY - 2008/10/31/Final Report SP - 143p AB - The segment of highway US 301 is a four-lane primary highway that connects the city of Jacksonville, Florida, to the region near the city of Gainesville, Florida. It passes through the city of Starke, Florida, which is located approximately midway between Jacksonville and Gainesville on US 301. The vehicular traffic on US 301 experiences significant congestion in Starke during weekday midday peak hours and during special events in Gainesville or Jacksonville, when the traffic demand rises substantially. This study focuses on determining the causes of congestion on 10 intersections along US 301 in Starke and developing strategies to alleviate recurring and nonrecurring congestion by using appropriate traffic signal technologies. KW - Florida KW - Peak hour traffic KW - Traffic congestion KW - Traffic mitigation KW - Traffic signal control systems KW - Traffic signal timing UR - https://trid.trb.org/view/889007 ER - TY - RPRT AN - 01124900 AU - Alexander, Kim E AU - Pidgeon, Philip AU - Walters, Eleanor AU - Clemson University AU - South Carolina Department of Transportation AU - Federal Highway Administration TI - An Assessment of South Carolina Road Users to Measure Public Knowledge and Understanding of Traffic Control Measures PY - 2008/10/31/Final Report SP - 279p AB - Survey instruments were designed by the Clemson University Automotive Safety Research Institute and implemented with individual road users in South Carolina. The specific objectives of this study were to: (1) develop a road users' survey instrument to assess understanding, perceptions, attitudes, and behavioral intentions regarding traffic control measures; (2) gather information about road users' understanding, perceptions, attitudes, and behavioral intentions regarding traffic control measures; and (3) use the gathered information to provide recommendations to improve the understanding, perceptions, attitudes, and behavioral intentions regarding the road users in terms of these traffic control measures. A pilot Hispanic data collection component was also conducted as part of an initial study intended to provide a baseline for building a larger study. The nearly 6,600 responses to all of the surveys in this study were analyzed and several results are noted. First, although there is a general belief that traffic control measures are means for safety, there is a counter feeling that the individual is a better judge of hazards and safety than highway engineers. Moreover, teens are considerably more likely than adults to think they are better judges of safe driving behavior than those who prepare roadway signs, signals, and road pavement markings. Second, participants expressed the need for more education, training, and awareness campaigns in order to improve understanding and compliance regarding traffic control measures. Third, results from all of these surveys indicate widespread limits to sign recognition, even for signs as important as railroad crossing and warning signs. The results of the analysis show the need to improve the understanding, perceptions, attitudes, and behavioral intentions of South Carolina road users in terms of traffic control measures. Projects and programs should be considered which address road users in general, adolescents, older drivers, and the Hispanic community. The report also recommends a comprehensive research project assessing Hispanic road users regarding traffic control measures utilizing the baseline in this research project. Recommendations for improving compliance with traffic control measures are included in this study. Furthermore, recommendations are made related to engineering strategies based on the findings. These recommendations include appropriate messages for changeable message signs, right turn on red restrictions at pedestrian crossings, more traffic control measures presented sooner on the roadways, an increase in the use of pavement markings on rural roads, and changeable message signs and active work zone signs in work zones. KW - Aged drivers KW - Attitudes KW - Awareness KW - Behavior KW - Compliance KW - Comprehension KW - Drivers KW - Education and training KW - Highway traffic control KW - Hispanics KW - Knowledge KW - Recommendations KW - Right turn on red KW - Road markings KW - Safety campaigns KW - South Carolina KW - Surveys KW - Teenage drivers KW - Traffic control devices KW - Variable message signs KW - Work zone traffic control UR - https://trid.trb.org/view/886108 ER - TY - RPRT AN - 01122754 AU - Downey, Mortimer L AU - Kolbe, James T AU - Mead, Kenneth M AU - Department of Transportation AU - Secretary of Transportation TI - U.S.-Mexico Cross-Border Trucking Demonstration Project PY - 2008/10/31/Independent Evaluation Panel Report SP - 119p AB - As requested by the Secretary of Transportation, this report presents the results of an independent evaluation of the U.S.-Mexico Cross-Border Trucking Demonstration Project. The mission of the independent evaluation panel was to assess how the Federal Motor Carrier Safety Administration (FMCSA) implemented U.S. motor carrier safety policies and regulations for this 12-month project and to evaluate the safety performance of Mexico-domiciled carriers operating beyond the border commercial zone in the United States as part of the project. This report covers the Panel's assessment of the project, its analysis of the safety record of the project participants, and its overall observations about the project. The Panel's evaluation covered only the U.S. side of the project, reviewing Mexican carriers operating on U.S. highways, not U.S. carriers operating in Mexico. In order to provide a means for comparing the safety performance of the Mexican carriers participating in the project with that of other Mexican carriers operating in the United States, the Panel also reviewed the safety records both of Mexican carriers that have limited long-haul authority to operate between specific points beyond the U.S. border commercial zone and of Mexican carriers that have authority to operate only within the commercial zone. FMCSA and state safety enforcement officials reported no crashes involving Mexican carriers participating in the demonstration project. These carriers also had low out-of-service (OOS) rates. The Panel found that a larger sample of carriers is needed to make a statistically significant comparison of safety performance between the project participants and project applicants. Nevertheless, its findings showed that the project participants had lower OOS rates relative to the OOS rates for all U.S.-domiciled trucks. KW - Border regions KW - Demonstration projects KW - Implementation KW - Motor carriers KW - Policy KW - Regulations KW - Trucking KW - Trucking safety KW - U.S. Federal Motor Carrier Safety Administration KW - United States-Mexico Border UR - http://www.landlinenow.com/documents/PanelReport.pdf UR - https://trid.trb.org/view/884327 ER - TY - RPRT AN - 01121765 AU - Baker, Richard AU - Goodin, Ginger AU - Lindquist, Eric AU - Shoemaker, David AU - University Transportation Center for Mobility AU - North East Texas Regional Mobility Authority AU - Research and Innovative Technology Administration TI - Feasibility of Mileage-Based User Fees: Application in Rural/Small Urban Areas of Northeast Texas PY - 2008/10/31/Final Report SP - 57p AB - This study explores the application of mileage-based user fees, or vehicle-miles traveled (VMT) fees, as an alternative to the fuel tax in rural and small urban areas. The purpose of the study is to identify the issues associated with implementation of a potential new transportation funding system so that public and political concerns in rural communities can be addressed. Researchers began by reviewing and evaluating the current fuel tax system in Texas to establish a baseline for any future alternative financing mechanisms. In partnership with the North East Texas Regional Mobility Authority (NET RMA) the research team conducted several outreach activities within the study area to identify potential issues and challenges that could arise when a fundamental change in the existing transportation funding system is proposed. The researchers used a variety of public perception data collection tools – including stakeholder interviews, focus groups, and a community advisory committee – to identify public acceptance issues associated with implementing a mileage-based fee system in northeast Texas. The information gathered was used to develop a public acceptance framework for evaluating a future mileage-based user fee pilot project. KW - Acceptance KW - Financing KW - Mileage-based user fees KW - Outreach KW - Public participation KW - Rural highways KW - Small cities KW - Texas KW - Travelers KW - User charges KW - Vehicle miles of travel UR - http://utcm.tamu.edu/publications/final_reports/Goodin_08-11-06.pdf UR - https://trid.trb.org/view/883639 ER - TY - ABST AN - 01462668 TI - Guidelines for Ferry Transportation Services--A National Overview AB - Congestion on America's roads and railways presents a serious national problem. In fact, in 2003, Americans lost 3.7 billion hours and 2.3 billion gallons of fuel sitting in traffic jams. Overall, congestion costs America an estimated $200 billion a year, and it continues to grow. In addition to significant existing congestion, we are facing exponential growth in trade and even more demand on our capacity to move freight and people through an already strained system. Future growth projections indicate that the problem will rapidly escalate. With limited land available and the extremely high cost associated with expanding or building our roads and rails, especially in the heavily populated areas that surround most U.S. cities, we need to rapidly develop alternatives to shift some of this growing burden off the roads and railways and on to less congested corridors such as America's navigable waterways or the marine highway. Today, there are many ferries operating throughout the U.S. moving passengers and freight off roadways and onto the water. The ferry is an alternative that can play a significant role in relieving congestion, improving the environment, and improving  quality of life. With increased economic and population growth in numerous geographical areas throughout the United States, a feasibility study that identifies specific opportunities for using ferries on waterways running parallel or in close proximity of a major highway or rail system to efficiently transport freight and passengers is urgently needed. This study should be broken down by geographical area (e.g., Northeast, Southeast, etc.) and identify cities or congestion bottlenecks within areas where ferry services would be a congestion mitigation alternative and solution for capacity constraints. The objective of this project is to produce a clear and concise report that illustrates best practices (best rate structure, best vessel/terminal arrangements, best vessel types, etc.); benefits (increased capacity, reduced congestion, environmental improvements, and improved quality of life, etc.); and impediments to the creation of a transit system. It will pinpoint opportunities in various geographical areas where ferry services may be a solution to our growing congestion problem. Thus ferry services must be explored to relieve the coming storm of freight and passengers.
KW - Best practices KW - Ferry service KW - Ferry terminals KW - Public transit KW - Research projects KW - Traffic congestion KW - Vessel operations KW - Water transportation UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2365 UR - https://trid.trb.org/view/1230890 ER - TY - RPRT AN - 01115370 AU - Koon, Leann AU - Galarus, Douglas AU - Western Transportation Institute AU - Research and Innovative Technology Administration TI - Redding Responder Field Test - UTC PY - 2008/10/30 SP - 24p AB - This University Transportation Center (UTC) project facilitated field testing and evaluation of the “Responder” system between Phases 1 and 2 of the Redding Responder Project, sponsored by the California Department of Transportation (Caltrans). A pilot system, with hardware purchased by Caltrans, was developed and subsequently tested by personnel in five Caltrans districts. A survey was administered to personnel following their use of the system and response was quite favorable. The survey addressed general system functionality, ease of use, cost and potential application. A number of specific issues or enhancements were identified and these issues are being addressed in Phase 2. Caltrans continues to use and test the pilot system. KW - Applications KW - California Department of Transportation KW - Costs KW - Ease of use KW - Emergency management KW - Emergency medical services KW - Functionality KW - Incident management KW - Pilot programs KW - Redding Responder Study KW - Testing UR - http://www.westerntransportationinstitute.org/documents/reports/4w0938_final_report.pdf UR - https://trid.trb.org/view/874822 ER - TY - ABST AN - 01463970 TI - White Paper on Alternate Strategies for Safety Improvement Investments AB - In many states (especially rural states) the predominance of traffic fatalities take place in rural locations (out-side of urbanized areas) for a variety of reasons. However, because traffic volumes are much lower on rural roads the crash frequencies at rural locations don't reach the number of crashes or crash severity at single location to trigger a "black spot" safety improvement. Hence, most black spots are likely to be in urban areas or densely traveled corridors and the majority of fatalities are likely to be in rural area with low traffic volume location. To ultimately improve all road safety, statewide, black spot analysis and systematic improvements must both be addressed. Because this systematic improvement is relatively new concept in the US, agencies are only now beginning to apply systematic improvements and have questions regarding how much of their safety budgets should be devoted to each and how to achieve the greatest safety improvement give available resources. The objective of this project is to prepare a synthesis of both types of analysis and examine agencies that have applied both to better understand the trade-offs. The project tasks include: (1) Prepare a draft of a detailed outline of the White Paper, including section titles, subtitles and writing assignments. Submit the draft outline to the Panel for review. (2) Prepare a draft survey of practice focused on the State's practices relative to safety improvement program development and investment. Submit the draft survey to the Project Panel for review. (3) Prepare draft write-ups for the four selected case studies. KW - Case studies KW - Fatalities KW - High risk locations KW - Highway safety KW - Human factors in crashes KW - Rural areas KW - Safety improvement KW - Traffic crashes KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2935 UR - https://trid.trb.org/view/1232198 ER - TY - RPRT AN - 01471990 AU - Polivka, Karla A AU - Sicking, Dean L AU - Reid, John D AU - Bielenberg, Robert W AU - Faller, Ronald K AU - Rohde, John R AU - University of Nebraska, Lincoln AU - Nebraska Department of Roads AU - Federal Highway Administration TI - Performance Evaluation of Safety Grates For Cross-Drainage Culverts PY - 2008/10/23/Final Report SP - 119p AB - Cross-drainage culverts create numerous roadside hazards along our nation's highways. Further, these culverts can produce serious accidents when struck by an errant vehicle. Safety treatments for roadside cross-drainage culverts include extending the culvert out of the clear zone, shielding the culvert with guardrail, and making the culvert traversable. The objective of this study was to investigate the safety performance of traversable culvert safety grates recommended by the AASHTO Roadside Design Guide (RDG) when installed on slopes as steep as 3:1. LS-DYNA modeling was used to identify critical impact conditions for roadside culvert grates installed on 3:1 slopes. Two full-scale vehicle crash tests were conducted under the NCHRP Report No. 350 guidelines on a 6.1-m (20-ft) x 6.1-m (20-ft) culvert safety grate installed on a 3:1 slope. The full-scale crash tests demonstrated that the AASHTO RDG recommended safety grates provide acceptable safety performance when installed on 3:1 slopes. KW - Culverts KW - Drainage KW - Grates KW - Highway safety KW - Impact tests KW - Slopes UR - http://ne-ltap.unl.edu/Documents/NDOR/eval_grates_drainage_culverts.pdf UR - https://trid.trb.org/view/1239502 ER - TY - ABST AN - 01462205 TI - Strategic Plan for Meeting Transit Industry Wireless Communications Needs AB - Increasing use of the wireless spectrum has resulted in situations in which inadvertent interferences and disruption of communications is common, which has caused re-examination of the rules and regulations that govern spectrum allocations. As a result of this re-examination, the FCC has issued a variety of rules that set dates for specific changes in wireless spectrum allocations. These changes include refarming and narrow-banding of some regions of the spectrum that are currently used by the transit industry. As a result, the spectrum currently used by some transit industry wireless communications will cease to be available for this use, while other regions of the spectrum that have not been used by the industry will become available as licensed, and in some cases, perhaps as unlicensed spectrum. The FCC public rulemaking process for developing and finalizing these changes is followed by varying degrees within the transit industry, raising concerns that some agencies may soon find themselves with no communications ability due to equipment obsolescence. Based on the TCRP Project J-06, Task 67 survey of transit industry wireless capabilities, awareness of spectrum changes decreases with fleet size. Roughly 25% of small transit agencies (i.e., the largest fleet-size sector in the transit industry) reported both use of radio bands that are undergoing changes, and lack of knowledge of the rule changes that affect the bands they use. This suggests that a significant number of transit agencies are not planning the necessary purchases to assure that they do not lose communications ability due to equipment obsolescence. To prevent loss of critical communication needs, the entire public transportation industry needs to be aware of ongoing changes in spectrum allocations. To assure its communications capabilities, the industry as a whole needs to be prepared to provide comments on future FCC-proposed rule changes, and have a timely plan for adapting to finalized rules. As such, industry communications capabilities will benefit from a strategic plan that is responsive to future changes over the entire communications spectrum used by the industry and its partners, and that promotes interoperability. The objective of this research is to develop a strategic plan for the transit industry to assure the industry's needs are considered in relevant rule changes, and to assist the industry in both implementing pending changes in spectrum allocations, and promoting communications interoperability. The research will identify and assess pending and proposed changes in wireless spectrum allocations in light of current and potential future usage of wireless spectrum by the transit industry and partner groups such as public safety. Stakeholders and their potential role in facilitating necessary transitions in the industry's spectrum usage are to be identified, and specific steps are to be developed to assure continuous attainment of the transit industry's wireless communications needs throughout the implementation of spectrum re-allocations KW - Communication systems KW - Public transit KW - Regulations KW - Research projects KW - Strategic planning KW - Transportation KW - U.S. Federal Communications Commission KW - Wireless communication systems UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2610 UR - https://trid.trb.org/view/1230426 ER - TY - ABST AN - 01464294 TI - Research for AASHTO Standing Committee on Highways. Task 259. Assessment of State-of-the-Practice for Identifying Earth Retaining Structure (ERS) AB - Earth Retaining Structures (ERS) are an often-overlooked but critical class of assets within the nation's surface transportation network. The Federal Highway Administration estimates that each year the United States constructs in excess of 160 million square feet of permanent ERS; some 40 percent are on public road projects. Increasing use of ERS over the past two decades can be directly tied to increased urban development, increased demands for roadway capacity, and construction in terrain made increasingly difficult by development as well as natural profile and geology. It is not uncommon in recent highway construction for a single complex interchange to require several thousand square feet of ERS. Urban transit, rail, and other transportation modes often rely on ERS as well. These retaining structures typically are essential to a transportation project's economically and politically feasible design and reliable long-term performance. Monitoring their condition and assessing needs for maintenance, repair, and rehabilitation require knowledge and experience. The failure of an ERS not only threatens lives and property, but also can seriously disrupt transportation. Although the body of knowledge for ERS design and construction - spanning a broad spectrum of structure types and construction methods - is fairly mature, understanding of the aging and deterioration mechanics and the influence of maintenance activities, methods for routinely assessing ERS condition, and metrics for characterizing and forecasting in-service performance remains primitive. Research is needed to enable transportation agencies to manage their ERS assets effectively, as crucial elements of a transportation system. The objectives of this research are (1) to review the state of practice for management of ERS in transportation systems, (2) to propose a framework for ERS management as a class of transportation system assets, and (3) to identify methods for assessing ERS condition and metrics for characterizing and forecasting in-service performance that agencies can use to apply the management framework. The results of this research should be immediately useful to agencies undertaking to determine their ERS inventory and its condition. KW - Components of embankments and retaining walls KW - Construction KW - Earth retaining systems KW - Ground transportation KW - Highways KW - Retaining walls KW - Terrain UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2472 UR - https://trid.trb.org/view/1232523 ER - TY - RPRT AN - 01117536 AU - Federal Highway Administration TI - Finding of No Significant Impact and Section 4(f) De Minimis Impact Finding for U.S. 20 Widening Project Woodbury, Ida, and Sac Counties, Iowa PY - 2008/10/20 SP - v.p, AB - The Iowa Department of Transportation (Iowa DOT) and the Federal Highway Administration (FHWA) are proposing to improve 44 miles of U.S. Highway 20 (U.S. 20) in Woodbury, Ida, and Sac counties, Iowa. The project study area is located in a rural part of western Iowa. The proposed project begins 3.5 miles east of Iowa 140 (1A 140) near Moville and extends east to the north junction of U.S. 20 and U.S. 71 near Early. The study area extends 500 feet north and south of U.S. 20 for a total width of 1,000 feet. The proposed improvements consist of widening the two-lane highway between Moville and Early to a four-lane divided highway with a vegetated median. Given the length of the corridor, and to help facilitate the discussion of the alternatives considered, the preferred improvement is described in four separate segments. U.S. 20 will be widened to the north side of existing U.S. 20 in Segment 1, through the City of Correctionville in Section 2, to the south side of existing U.S. 20 in Segment 3, and north of existing U.S. 20 in Segment 4. Temporary easements beyond the new right-of-way would be required during construction of the proposed improvements. Coordination with the State Historic Preservation Office (SHPO) has found that there is no adverse efect to the Van Houten House, and FHWA has determined this to be a de minimis 4(f) impact to the property. KW - Environmental impact analysis KW - Highway planning KW - Ida County (Iowa) KW - Impact tests KW - Improvements KW - Medians KW - Sac County (Iowa) KW - Transportation corridors KW - Transportation planning KW - Woodbury County (Iowa) UR - https://trid.trb.org/view/875462 ER - TY - ABST AN - 01464276 TI - Research for AASHTO Standing Committee on Highways. Task 267. Potential for Saving Lives with Various Countermeasures to Meet AASHTO's New Safety Goal AB - This research will follow up with member departments to identify which of the various strategies that have been applied have had the biggest pay-off in reducing the number of fatalities. It will also make estimates of the potential for lives saved through advances in motor vehicles over the next two decades either through market forces or NHTSA regulations. KW - Countermeasures KW - Crash investigation KW - Fatalities KW - Highway safety KW - Regulations KW - Traffic crashes KW - Vehicle design UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2480 UR - https://trid.trb.org/view/1232505 ER - TY - ABST AN - 01464457 TI - Synthesis of Information Related to Highway Problems. Topic 40-07. Trade-off Considerations in Highway Geometric Design AB - Current highway geometric design processes require establishment of fundamental design controls (e.g. area type, terrain, functional classification, traffic volume) and selection of design speed. The process then becomes dimensionally-based, with minimums, maximums and ranges in design values directly derived from tables, charts and equations. Projects also need to meet performance goals for mobility and safety. Design criteria and performance goals may be incompatible. This study will discover what processes state transportation agencies (STAs) are currently using to evaluate trade-offs and make decisions in the design process. One superior practice may be a risk and reliability-based highway geometric design approach. Design approaches based on levels of risk (the possibility of an event occurring that will have an impact on the achievement of design, project or agency objectives) and reliability (the ability of a system to consistently do what it was expected or designed to do) are currently used in several engineering/technical disciplines (e.g., structural design, hydrology and hydraulics, systems engineering and management). In addition to gathering information on current STA practice, this study will review risk and reliability based processes and identify possible applications of their general frameworks to highway design decisions. The study may provide a strategic first step toward development of design processes that incorporate mobility and safety prediction tools and technologies as well as encourage design decisions consistent with state and national mobility and safety policies. KW - Design speed KW - Geometric design KW - Highway design KW - Regional transportation KW - Reliability KW - Structural design KW - Traffic safety KW - Traffic volume UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2525 UR - https://trid.trb.org/view/1232687 ER - TY - RPRT AN - 01124742 AU - Schokker, Andrea J AU - Laman, Jeffrey A AU - Srivistava, Ashutosh AU - Pennsylvania State University, University Park AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Sinkhole Void Grout Treatment PY - 2008/10/10/Final Report SP - 125p AB - Active karst areas in Pennsylvania are plagued by sinkhole activity, causing potential damage to the infrastructure and resulting in a public safety issue. A number of techniques such as full excavation and replacement, pin piles to bedrock, pressure grouting, polymer injection, and combinations of techniques are available for sinkhole remediation. These approaches may vary widely in cost, feasibility, speed, and effectiveness. Each of these approaches needs to be thoroughly investigated, with positives and negatives for various scenarios clearly defined so that PennDOT can respond quickly and effectively to developing sinkhole problem areas. The objective of the research was to develop guidelines for quick, economical remediation options for sinkholes. The focus of the work was on sinkholes affecting structures and pavements, but may be applicable to other voids, including those related to mining. As part of this objective, several sites were chosen for remediation as field studies. KW - Excavation KW - Field tests KW - Grouting KW - Guidelines KW - Karst KW - Pennsylvania KW - Pin piles KW - Polymer injection KW - Remediation KW - Sinkholes KW - Underground voids UR - http://ntl.bts.gov/lib/30000/30600/30692/Sinkhole_20Void_20Grout_20Treatment.pdf UR - https://trid.trb.org/view/886050 ER - TY - ABST AN - 01464443 TI - Research for AASHTO Standing Committee on Highways. Task 261. Best Practices for Implementing Quality Control and Quality Assurance for Tunnel Inspection AB - The National Transportation Safety Board (NTSB) issued preliminary safety recommendations as a result of the July 10, 2006 ceiling collapse in the I-90 connector tunnel in Boston, Massachusetts. The NTSB recommendations cited a need for improving practices used by state departments of transportation (DOTs) for inspecting highway tunnels. However, to date there is limited experience within state DOTs regarding effective practices for implementing the wide variety of possible methods for tunnel inspection. Because of the variety of methods for implementing tunnel inspection practices across different states, guidelines are needed to enable states to select inspection practices most appropriate for their particular conditions. It is anticipated that the tunnel inspection guidelines will include practices for implementing quality assurance activities such as a structured review of inspection results and consistency. Existing methods currently used by state DOTs quality control/quality assurance (QC/QA) programs, with respect to tunnel inspections, need to be synthesized to identify best existing practices. A literature review and analysis of tunnel inspection practices in other transportation agencies, port authorities, including local governments (cities and counties), should also be conducted. This project will focus on tunnel inspection practices, but will also coordinate with efforts currently underway through NCHRP 20-07, Task 230, Safety and Security in Roadway Tunnels. The objective of this project is to develop guidelines for owners to use in selecting practices for tunnel inspection, operational safety and emergency response systems testing, and inventory procedures to improve the safety of highway tunnels. KW - Emergency response time KW - Highway safety KW - Inspection KW - Quality assurance KW - Quality control KW - Tunnels UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2474 UR - https://trid.trb.org/view/1232673 ER - TY - ABST AN - 01459760 TI - Current and Future Contributions to Freight Demand in North America AB - Freight transportation demand has historically been substantially under estimated. Among the consequences has been growing congestion on highways, railroads, and ports because of insufficient infrastructure. Freight demand is driven by demographic, economic, political, and environmental factors. A better understanding of the contribution of these interrelated factors to freight demand and their long term trends will greatly improve freight planning models. The objective of this research is to identify demographic, economic, environmental, and political factors that contribute significantly to the future demand for freight tons, ton miles, and freight activity (vehicle miles of travel and train miles) per ton mile of freight. The proposed research will identify historic and current factors, estimate the direction and relative magnitude of the influence of each factor on freight demand; identify whether the effects are national, regional, or local; identify the likelihood that the factor and its effects will continue over the next 30 years; and identify factors that should be monitored to detect major changes in current trends in the demand for freight transportation. The research will build on the results of NCFRP Project 01, "Review and Analysis of Freight Transportation Markets and Relationships". KW - Demand KW - Demographics KW - Freight transportation KW - Highways KW - Intermodal transportation KW - Planning KW - Port congestion KW - Ports KW - Railroads KW - Research projects KW - Traffic congestion UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2407 UR - https://trid.trb.org/view/1227975 ER - TY - ABST AN - 01575587 TI - Customizing Biodiesel Derived from Tropical Trees AB - This research project will result in the following: (1) An increased understanding of the effect of ambient temperature on the fatty acid profile of Jatropha curcas, kamani, and coconut oils; and (2) An increased understanding of the chemical composition, emissions, and engine performance of biodiesel produced by Jatropha curcas, kamani, and coconut. KW - Atmospheric temperature KW - Biodiesel fuels KW - Chemical composition KW - Engine performance KW - Oils KW - Pollutants KW - Trees KW - Tropics UR - https://trid.trb.org/view/1368242 ER - TY - ABST AN - 01575029 TI - Task Analysis AB - Task analysis is a systematic method to determine the elements of a task, how those elements are arranged in time, and the context in which the task occurs. This includes cognitive task analysis which relates to the mental, as opposed to physical, elements of a task. Task analysis is important for selection, training, and evaluation of the performance of railroad employees. KW - Cognition KW - Labor force KW - Performance evaluations KW - Railroads KW - Task analysis KW - Training programs UR - http://ntl.bts.gov/lib/48000/48100/48181/TR_Rail_Industry_Job_Analysis_Freight_Conductor.pdf UR - http://ntl.bts.gov/lib/50000/50600/50695/TR_Job_Analysis_Design_Rail_Industry_FINAL_1_.pdf UR - http://ntl.bts.gov/lib/54000/54200/54266/Development_of_Short_Line_Railroad_FINAL.pdf UR - https://trid.trb.org/view/1367334 ER - TY - ABST AN - 01465241 TI - Median Barriers AB - This project focuses on median barrier treatments at highway rail intersections, and involves researching literature and existing median barrier installations, evaluating current demonstration tests and documenting the results. The final product shall consist of documentation of median barrier use at highway rail grade crossings and lessons learned, best practices and guidance. Currently, the Massachusetts Bay Transportation Authority (MBTA) has or is conducting two demonstration tests of median barrier systems at highway rail intersections in Massachusetts. The MBTA has suggested an independent evaluation of these demonstration projects based on the Federal Railroad Administration's (FRA's) desire to complete this research. This was an FY09 project. KW - Best practices KW - Demonstration projects KW - Installation KW - Literature reviews KW - Massachusetts KW - Median barriers KW - Railroad grade crossings UR - https://trid.trb.org/view/1233474 ER - TY - ABST AN - 01464470 TI - Guidelines for the Load and Resistance Factor Design and Rating of Riveted, Bolted, and Welded Gusset-Plate Connections for Steel Bridges AB - Gusset plates for main load carrying members and bracing elements in steel bridges are generally intended to transfer the applied forces from member to member through axial and shear loads. However, bridge connections often present analytical and design challenges whereby several members are framing into the same connection hence introducing a complex geometry and state of stress, which often lead to varying assumptions of load path and vastly different design and rating methodologies. These range from simple analysis and design of axially loaded connections to those involving an interaction between flexural, shear, and axial stresses.   Further, many theories are available to determine the assumed configuration of the resisting elements as well as the resistance of each element to withstand yielding, fracture, and buckling of the connected members and plates. Over the years, studies of gusset connections have been limited to building-type bracing systems. Recent work at the University of Utah presented an exhaustive review of national and international gusset plate literature for brace frame gusset plate research (Janice J. Chambers and Christopher J. Ernst, 2005). The review goes back to papers published in the early 1930s and through 2005. However, most of the research was focused on building-type connections with very limited research on bridge-type connections. The only few bridge investigations were limited to seismic behavior of gusset connections. Having the vast majority of research focused on building-type connections and most investigations resulting in differing conclusions, there exists a need for a comprehensive yet focused investigation on bridge-type connections. The methodology must yield validated, consistent methodology that assures public safety without undue burden on bridge owners for design and rating purposes. Recent failures of gusset bridge connections and the current national urgency to properly design and rate gusset truss connections points to the need for further analytical and experimental investigations to verify and/or modify existing procedures, and to provide guidance to the bridge engineers for the proper design and rating of riveted, bolted, and welded gusset connections. The main objectives of this research are: (1) Perform advanced finite element analyses of varying bridge gusset connection types, configurations, loadings, and failure modes to verify or modify existing procedures, or develop new design and rating procedures. (2) Perform large-scale experimental investigations to validate the findings of the finite element analyses. (3) Based on the analytical and experimental investigations, develop recommendations for optimal connection configurations to maximize the resistance of gusset connections and minimize the possibility of unfavorable failure modes. (4) Develop guidelines, specifications, and examples for the load and resistance factor design and rating of gusset connectionsCurrently, the lack of uniformity and best practices in the design and load rating of gusset connections results in confusion, unknown safety hazards, and possibly unnecessary checks. There is a pressing urgency to develop safe guidelines and procedures to help bridge owners design and load rate steel bridge gusset connections. These guidelines must be verified to ensure that connections are not only properly designed and rated but most importantly without imposing unnecessary burdens. The new guidelines are expected to assure safety of new and existing bridges as well as simplify design and rating to avoid unfavorable failure modes. Further, bridge owners are currently in need of these procedures along with numerical examples necessary to properly interpret and implement any new procedures. This research meets the AASHTO Grand Challenge 4 in the area of "Enhanced Specifications for Improved Structural Performance. KW - Bearing capacity KW - Bridge design KW - Finite element method KW - Fracture mechanics KW - Gusset plates KW - Load and resistance factor design KW - Steel bridges UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2509 UR - https://trid.trb.org/view/1232700 ER - TY - ABST AN - 01464463 TI - Synthesis of Information Related to Highway Problems. Topic 40-01. Recycled Materials and Byproducts in Highway Applications AB - Recycled materials and industrial byproducts are being used in transportation applications with increasing frequency. While there is a growing body of experience showing that these materials work well as highway construction materials, the related information and experience are not synthesized in a coherent body. This study will gather the experiences of transportation agencies, both foreign and domestic, in determining the relevant properties of recycled materials and industrial byproducts and how they can best be used for highway construction applications. The synthesis should serve as a guide to states revising the provisions of their materials specifications to incorporate the use of recycled materials and industrial byproducts, and should, thereby, assist producers and users in 'leveling the playing field' for a wide range of dissimilar materials. KW - Building materials KW - Industrial materials KW - Materials KW - Recycled materials KW - Road construction KW - Waste products UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2519 UR - https://trid.trb.org/view/1232693 ER - TY - ABST AN - 01464462 TI - Synthesis of Information Related to Highway Problems. Topic 40-02. Construction Manager-at-Risk Project Delivery for Highway Programs AB - Construction Manager-at-Risk (CMR) (also termed Construction Manger/General Contractor CM/GC in several states' enabling legislation) project delivery is an integrated team approach to the planning, design and construction of a project, to control time and cost and to assure quality for the project owner. The team consists of the owner, the architect/engineer and the CMR. A Construction Manager-at-Risk contract includes pre-construction and construction services. The CMR is selected about the same time as the architect/engineer. The CMR is the owner's agent during planning and design, representing the interests of the owner in all phases of the project, including constructability reviews, cost engineering reviews, value engineering, and work package development. As the owner retains the responsibility for the design, the loss of design control seen in design-build contracting is eliminated and as the CMR does not establish a guaranteed maximum price (GMP) until the design is nearly complete, the issue of excessive contingencies for risks inherent to scope creep in the design process is also reduced. The CMR warrants to the owner that the project will be built at a price not to exceed the GMP. The CMR thus assumes the risk of meeting the GMP by holding all of the subcontracts. After design is complete, the CMR acts as the general contractor during the construction phase of the project. Several state DOTs have experimented with CMR project delivery. These include Arizona, Florida, North Carolina, and Utah. California is looking at CMR as a potential project delivery method and has a consultant conducting a study of the method. CMR is widely used in both the transit and airport industries as well as in the building construction industry where it first evolved. Several transit megaprojects in Utah and Oregon have been successfully delivered using CMR. The purpose of this synthesis is to review the nation's experience in CMR project delivery both in transportation and in other construction industry sectors and develop a foundation of knowledge of the key factors for successful CMR project delivery. KW - Construction management KW - Construction projects KW - Planning and design KW - Project delivery KW - Project management KW - Risk analysis KW - Risk management UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2520 UR - https://trid.trb.org/view/1232692 ER - TY - ABST AN - 01464461 TI - Synthesis of Information Related to Highway Problems. Topic 40-03. Adaptive Traffic Control Systems: Domestic and Foreign State of Practice AB -

Adaptive Traffic Control Systems (ATCS), also known as real-time traffic control systems, have been used broadly since early 1980s. Although there are more than 30 ATCS deployments in the US, these systems may not be well understood by many traffic signal practitioners in the country. Understanding ATCS's advantages and limitations is important to address three key issues in current arterial traffic operations in the US. These issues are: oversaturated traffic conditions, need to reduce costs of signal retiming, and management of traffic signals during events (extreme or regular). Although basic methodologies of the few major ATCS (SCOOT, SCATS, RHODES, OPAC, ACS-Lite) are known and available in the literature, these systems have not been compared comprehensively. Moreover, there are a variety of ATCS used abroad that are essentially unknown to researchers and practitioners in the US. A few examples of such systems are: UTOPIA/SPOT (Italy/Norway), MOTION and BALANCE (Germany), PRODYN and CRONOS (France), UTMS (Japan). Finally, a few domestic ATCS have been advertised recently (STREETWISE, ITACA, etc.), but have not been assessed significantly. To address these issues, a synthesis study of ATCS deployed in the US and abroad is proposed.

KW - Adaptive control KW - Research projects KW - Software KW - Software packages KW - State of the practice KW - Traffic congestion KW - Traffic control KW - Traffic control devices KW - Traffic signal timing KW - Traffic signals UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2521 UR - https://trid.trb.org/view/1232691 ER - TY - ABST AN - 01464460 TI - Synthesis of Information Related to Highway Problems. Topic 40-04. Utility Location and Highway Design AB - Many states believe they give utilities adequate consideration in their highway designs. Even so, utilities remain a leading cause of delays to projects. Highway projects in the past were often designed with little or no consideration of existing utilities. This was because the primary source of information was existing utility records, which were often inaccurate and incomplete. Hence, utilities were routinely relocated, often at great expense and often unnecessarily. Now, with Subsurface Utility Engineering (SUE), accurate information on subsurface utilities is routinely being collected in many states. Unfortunately, even though information about SUE is readily available, it is often not used to its best advantage. That is because information on existing best practices has not been made widely available to highway designers. This study will also include above-ground utilities. KW - Best practices KW - Highway design KW - Location KW - Subsurface utility engineering KW - Utility location KW - Utility theory UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2522 UR - https://trid.trb.org/view/1232690 ER - TY - ABST AN - 01464459 TI - Synthesis of Information Related to Highway Problems. Topic 40-05. Effective Public Involvement Using Limited Resources AB - Since the 1990s, the passage of successive legislation has placed an increasing emphasis on effectively engaging the public in all phases of transportation projects.  The goal is to   effectively involve the public in transportation decision-making and to integrate their issues, values, and preferences concerning their transportation needs.  This can be especially challenging for smaller projects for which limited resources are available for accomplishing public involvement.  This study will document the experiences of state and local transportation agencies and other relevant industries in the application of cost-effective strategies and implementation techniques used to involve the public in the development of transportation plans and projects. The study would also document and assess the working definitions of both "effective" and "cost-effective," as applied by the agencies. Of particular interest are the programs and practices (such as the use of Web sites, advertising, and visualization techniques) that are reported as most effective, utilizing affordable techniques and limited staff time, as well as those techniques which proved to be less effective.  This will include the use of Citizen Advisory Committees.  The study would address strategies and techniques related not only to public meetings - the mainstay of agency efforts -- but to supplemental activities that aim to ensure effective public participation.  Where information exists, the synthesis will document lessons learned and identify relevant gaps. 

KW - Cost effectiveness KW - Decision making KW - Information dissemination KW - Lessons learned KW - Project management KW - Public participation KW - Transportation projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2523 UR - https://trid.trb.org/view/1232689 ER - TY - ABST AN - 01464341 TI - Modeling Traffic Accidents at Signalized Intersections in the City of Norfolk, Virginia AB - The objective of the proposed research is to develop statistical predictive models for vehicular traffic accidents at signalized intersections in the City of Norfolk, VA. The current studies show that traffic accidents are largely caused due to traffic volume and driver actions. However, the reviewed literature indicates that intersection topography/design factors and traffic management rules may also contribute significantly to traffic accidents. A pilot study conducted in the City by Hampton University's Transportation Center in 2005-2006 showed that these factors contributed to the traffic accidents at signalized intersections. Hence, there is a need to conduct further investigation of these controllable factors that cause traffic accidents at the intersections. The proposed research will expand upon the work completed in the pilot study, in order to delineate significant controllable factors contributing to traffic accidents at signalized intersections in the City. The major deliverables from the proposed research will include the following: (1) A list of intersection topographical/design and traffic management factors which show significant correlation with the traffic accidents in the City. (2) A predictive statistical model for the traffic accident rate which would include the significant topographical/design and traffic management factors. KW - Driver errors KW - Highway traffic control KW - Norfolk (Virginia) KW - Research projects KW - Signalized intersections KW - Traffic crashes KW - Traffic volume UR - http://www.hamptonu.edu/academics/schools/business/esitac/esitac.htm UR - https://trid.trb.org/view/1232570 ER - TY - ABST AN - 01463998 TI - Efficient Evaluation Procedures for Red-Light Cameras AB - The study takes advantage of the simple queuing diagram concept and modern digital camcorder precision to help evaluate red-light camera efficiency without requiring long-term crash data information. Expressed driver behaviors are derived from aggregated queuing curves shortly before, during and shortly after the yellow period. Aggressive and conservative driver behaviors can be graphically identified and used for safety planning and operational purposes. KW - Behavior KW - Crash data KW - Highway operations KW - Queuing theory KW - Red light cameras KW - Red light running KW - Traffic queuing KW - Yellow interval (Traffic signal cycle) UR - https://trid.trb.org/view/1232226 ER - TY - ABST AN - 01463995 TI - Safety Guidelines for Field Data Collection AB - Safety concerns are always present when personnel are working near or adjacent to a highway. Safety must include the workers as well as the motoring public. Construction safety has received extensive attention, but this research focuses on personnel working near or adjacent to the highway for shorter periods of time and involved in collecting data (traffic volumes, license plate numbers, speed studies,etc.), setting up data collection equipment or administrating roadside interviews. While Part 6 of the Manual of Uniform Traffic Control Devises (MUTCD) discusses traffic controls in for maintenance activities, it is not clear if these provisions are always practiced or adequate for data collection activities. Interestingly one southeastern department of transportation (DOT) has no formal policy for a vehicles parked on the shoulder of an interstate highway to record license plate data so long as the vehicle is parked less than 24 hours. Also many states do not administer roadside origin-destination surveys because of safety concerns. Some states permit these survey techniques only on lower volume, low speed roadways if adequate safety precautions are practiced. Other states only permit less intrusive techniques such as handing out postcards on ramps. Questions that should be addressed include what are adequate safety provisions, where can these intrusive surveys be practiced safely and what procedures should be followed to ensure a safe environment? A recent study noted at least ten states are relying on roadside interviews to collect valuable transportation planning data and a number of states have adopted written policies and practices manuals. The observations from these states can be supplemented with the experiences of consultant firms that routinely conduct such surveys. The outcome of this project will be a set of safety guidelines for the collection of field data and will include both intrusive and non-intrusive data collection techniques. KW - Automatic license plate readers KW - Data collection KW - Field tests KW - Highway safety KW - Maintenance personnel KW - Manual on Uniform Traffic Control Devices KW - Traffic control devices KW - Traffic data KW - Traffic volume KW - Transportation planning KW - Work zone traffic control UR - https://trid.trb.org/view/1232223 ER - TY - ABST AN - 01462753 TI - Synthesis of Information Related to Transit Problems. Topic SA-18. Passenger Counting Systems AB -

 

TCRP Synthesis 29, published in 1998, summarized information from selected transit agencies about benefits and problems associated with various passenger counting technologies, as reported by users.  It provided advice for agencies considering APC systems.  Much has changed since then.  An information update is needed. Better technology for counting boardings and alightings, improved reliability for location detection (e.g. GPS), together with improved processing technology have entered the passenger counting marketplace since the last synthesis. These improvements have occurred in APCs, fare collection systems, GIS, etc.  Over the past ten years, the usefulness of the data has become more important to the agency as a whole.  A synthesis documenting current analytical tools and technologies for measuring transit ridership and other subsidiary data is needed.  It will document the state-of-the-practice, focusing on successful examples of non-manual passenger counting systems. 

KW - Data collection KW - Fare collection KW - Geographic information systems KW - Passenger counting KW - Public transit KW - Ridership KW - Technological innovations UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1677 UR - https://trid.trb.org/view/1230976 ER - TY - ABST AN - 01462586 TI - Legal Aspects of Airport Programs. Topic 2-03. Case Studies on Community Challenges to Airport Development AB - Airports are under pressure to accommodate increasing demand for airport facilities. Indeed, some particularly congested airports are considering methods for managing aircraft demand for their runways or facing a shift in their air traffic to less congested regional airports. Various measures can be used to accommodate this demand for limited airport resources, but the likely response is airport expansion and development. Recent development activities at airports have resulted in a number of challenges by community groups. There has been, for example, challenges to the expansion at Chicago's O'Hare Airport and the ongoing challenges to California's Burbank/Glendale/Pasadena Airport. These challenges may use various legal theories to modify or, in some cases, to prevent airport development. Some of the theories that have been used to challenge airport development are predicated on environmental issues: the EIS did not fully address the impact Endangered Species Act, or that the EIS failed to properly address the requirements of RIFRA, the Historic Preservation Act [4(f)], the Clean Air Act, and the Clean Water Act. Other theories have included challenges to the funding of the airport expansion using PFCs. Challengers have also made use of the imposition of zoning laws on airport property located in multiple jurisdictions. In addition to challenging airport development, communities have occasionally challenged various aspects of ongoing airport operations. For example, a recent case involves a challenge based on the FAA's change in the approach/or approval of runway for an expanded use at Ft Lauderdale. This research project should address both federal and state cases brought in opposition to airport expansion or the development or operations at airports. The researcher should summarize these judicial decisions and explain the basis of the challenge, the defense to that challenge, and the outcome of the case. The collected cases should be organized in a manner that conveys the strategies used by airport proprietors to address these challenges and identify which strategies have succeeded, which have failed, and the reasons. The results of the research should be organized by the type or category of the challenge and must include a cross referenced index for those cases that involved challenges using multiple theories. KW - Airport control towers KW - Airport operations KW - Airport planning KW - Airport traffic KW - Airports KW - Airspace (Aeronautics) KW - Obstructions (Navigation) KW - Ordinances KW - Research projects KW - Restrictions UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2548 UR - https://trid.trb.org/view/1230807 ER - TY - ABST AN - 01462442 TI - Investigation of Nitrogen Oxides Emissions from a Major Roadway AB - The objective of the proposed research is to develop a model to predict pollutant concentrations near major roadways and validate the model with real-time pollutant concentration, traffic and meteorological data. Despite recent advances in the automobile industry in reducing emissions from individual vehicles, because of the regional increases in the traffic volumes, air pollution in those localities still persist at problematic levels. Vehicular emissions are the major contributors to atmospheric NOx constituting about half of all anthropogenic emissions. The secondary species formed in the atmosphere as the result of the reactions of NOx with other species, are known to cause a wide variety of health and environmental problems. Measurements done at the air pollution monitoring stations provide regional data with some temporal resolution but their numbers are too few to provide a detailed spatial resolution. Air pollutant concentrations can be significantly higher close to major roadways. This makes the local pollutant concentration measurements and finding ways to predict concentrations with a much higher spatial resolution essential in making decisions about locating buildings that will house sensitive populations, such as hospitals, day care centers, elementary schools, retirement homes and assisted living facilities. Therefore, there is a need for more data on NOx concentrations especially near major roadways, and for models, which can predict NOx concentrations with more accuracy and more spatial resolution. Therefore, to address these issues,  this research project is proposing to (1) build a mobile NO and NO2 measurement unit with the associated weather monitoring instrumentation; (2) obtain coordinated measurements of NO and NO2 concentrations and meteorological conditions at varying distances from the roadway, together with the traffic volume and vehicle type data; (3) use CALINE4 to estimate the NO2 concentrations at receptors located at the measurement points; and (4)  analyze the data obtained to elucidate the adequacy of CALINE4 in predicting the local NO2 concentrations near roadways and perform a sensitivity analysis on the input variables, which are not directly measured, to suggest possible improvements. KW - Air pollution KW - Air quality management KW - Exhaust gases KW - Pollutants KW - Research projects KW - Traffic volume UR - http://biz.hamptonu.edu/esitac/ UR - https://trid.trb.org/view/1230663 ER - TY - ABST AN - 01462441 TI - Non-Destructive Bridge Testing with Acoustic Emission (AE) Sensor AB - The utilization of non-destructive test and monitoring technologies for bridge safety is one of the research focus areas of Hampton University's Eastern Seaboard Intermodal Transportation Applications Center (ESITAC). The objective of the proposed research is to utilize non-destructive testing technology (NDT), in collaboration with Virginia Department of Transportation's (VDOT's) District Structure and Bridge Engineering Department, for accurate, reliable and durable methods of structural health monitoring of highway bridges and to help prevent spread of structural failures. Two bridges have been identified as potential test candidates. The bridge on I-164 at the Coast Guard Blvd. in the City of Portsmouth was built in 1991. According to the 2004 data, the average daily traffic on the bridge is 11,337 with 4% truck traffic. The other bridge is in the city of Williamsburg (VDOT Display structure 018 - 1917). This bridge was built in 1939 and has an average daily traffic of 2230 but with 5% daily average of truck traffic. Metal and non-metal bridge structure components will be investigated using NDT of acoustic emission (AE). The major deliverables from the proposed research will include the following: (1) Establish inspection procedures and methodology based on the studies during lean and peak traffic intervals. Investigate the role of thermal factors and incorporate them in the inspection procedures. (2) Provide analysis and research procedures including simple bridge health grading criteria. (3) Simplify the AE technology application for Virginia Department of Transportation (VDOT) data review and decision making such that if problems are identified with AE, a dedicated system could be put into place for online monitoring. KW - Acoustic emission tests KW - Bridge design KW - Inspection KW - Nondestructive tests KW - Research projects KW - Structural deterioration and defects UR - http://biz.hamptonu.edu/esitac/ UR - https://trid.trb.org/view/1230662 ER - TY - ABST AN - 01462361 TI - An Assessment of Habitat Connectivity and Fracture Zones for Carnivores Within and Between the I-90 and US2 Corridors - UTC AB - The purpose of this project is to assess carnivore habitat connectivity and the impact of landscape fracture zones on carnivores within and between the I-90 and US Route 2 transportation corridors. KW - Carnivores KW - Connectivity KW - Evaluation and assessment KW - Habitat (Ecology) KW - Montana KW - Research projects KW - Wildlife UR - http://www.westerntransportationinstitute.org/research/4w2397.aspx UR - https://trid.trb.org/view/1230582 ER - TY - ABST AN - 01461831 TI - Legal Aspects of Airport Programs. Topic 2-04. Analysis of Federal Laws, Regulations and Case Law Regarding Airport Proprietary Rights AB - Airport owners and operators have certain proprietary rights to manage and control access to their facilities under the Airline Deregulation Act and federal case law. The owner's proprietary rights are circumscribed by federal laws and regulations such as federal grant assurances, ANCA and other federal statutes. The scope of airport proprietary rights are difficult to ascertain and it would be useful to have an analysis of the rights currently recognized by the courts as being within the purview of airport owners and those that have been determined to exceed that authority. This project would analyze the relevant federal statutes, regulation and case law with regard to airport proprietary rights including regulation of noise and other environmental matters, safety restrictions, leasing practices, congestion management, and other airport access limitations. The analysis should result in a compilation of relevant statutes, regulations, and case decisions determining the scope of airport proprietary rights and a discussion of the rights within the owner's purview and those which have been determined to exceed the owner's authority. The final report is due in January 2010.

 

KW - Air traffic control facilities KW - Airline Deregulation Act of 1978 KW - Airport access KW - Airport congestion KW - Airport control towers KW - Airport operations KW - Congestion management systems KW - Deregulation KW - Property rights KW - Research projects UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2549 UR - https://trid.trb.org/view/1230051 ER - TY - ABST AN - 01461684 TI - Deicer Interaction with Portland Cement Concrete AB - The purpose of this project is to evaluate the effect of chloride-based deicers on reinforced concrete structures, such as roadways and bridges, operated by the Washington State Department of Transportation; and to determine whether or not reducing deicer corrosiveness helps preserve the transportation infrastructure. KW - Concrete structures KW - Corrosion KW - Deicers (Equipment) KW - Infrastructure KW - Portland cement concrete KW - Reinforced concrete KW - Reinforced concrete bridges KW - Research projects UR - http://www.westerntransportationinstitute.org/research/4w2379.aspx UR - https://trid.trb.org/view/1229904 ER - TY - ABST AN - 01461603 TI - Evaluation of Polymer-Modified Pervious Concrete to Traffic Safety AB - Environmentally friendly pervious concrete has been traditionally limited to low speed, light traffic roads and parking lot due to durability concerns. A recently proposed research to the Georgia Department of Transportation (GDOT) will make it possible to apply pervious concrete to heavily trafficked major highway as well. This proposed STC matching research will analyze the improved safety benefit of applying pervious concrete to major highways. Additional safety related testing will be conducted in the laboratory. Through a comprehensive literature review, international survey, and analyses of the materials' safety parameters, the safety benefit of pervious concrete in highway applications will be quantified. Based on the results from this study, safety considerations will be incorporated into the future GDOT material and design specifications for pervious concrete pavements KW - Georgia KW - Highway design KW - Parking facilities KW - Pavement performance KW - Polymer modification KW - Road construction KW - Traffic loads KW - Traffic safety UR - https://trid.trb.org/view/1229822 ER - TY - ABST AN - 01460064 TI - Synthesis of Short Sea Shipping in North America AB -
The coastal waterways in North America could offer an alternative mode to move containers off the increasingly congested highway and rail transportation networks. Short sea shipping has been cited as more environmentally friendly, safer, and more energy efficient than other surface modes, and appears to be working well in Europe. However, in the United States it is regulated by the Jones Act, which limits foreign sea vessels to one stop at a port. The objective of this synthesis is to examine and summarize the recent studies such as, The Public Benefits of the Short Sea Intermodal System, Short Sea and Coastal Shipping Options Study, and Four Corridor Case Studies of Short Sea Shipping Services, as well as the international literature, and discuss the benefits and barriers to integrating short sea shipping into the U.S. intermodal freight transportation system.
KW - Coastwise shipping KW - Freight transportation KW - Intermodal transportation KW - International trade KW - North America KW - Research projects KW - Short sea shipping KW - Waterways UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2410 UR - https://trid.trb.org/view/1228280 ER - TY - ABST AN - 01459770 TI - Strain Resistant, Extended Performance Pavements, an Alternate to Subdrainage AB - Deterioration or failure of pavement layers below the surface means pavement maintenance or rehabilitation costs will increase significantly. Moisture is one medium contributing to pavement deterioration. The effect can be countered by use of subdrainage systems. However, they increase pavement costs and are exhibiting their own maintenance needs. An alternate pavement type is the perpetual or strain resistant, extended performance pavement. This type of pavement uses a high binder, moisture and strain resistant hot mix asphalt (HMA) at the bottom of the pavement structure. Overlying layers are rut and fatigue resistant HMA mixtures. This study proposes construction of a strain resistant, extended performance pavement test section. Tests, including distress, FWD, smoothness and skid resistance, will be conducted on this test section on a periodic basis. Groups of in service pavements, both with and without subdrainage layers, will also be identified and evaluated for condition, structural capacity, smoothness and skid resistance. Performance of the strain resistant, extended performance pavement will be arrayed against that of the conventional pavements with and without subdrainage systems. KW - Cracking KW - Deterioration KW - Failure KW - Hot mix asphalt KW - Pavement distress KW - Pavement layers KW - Pavement maintenance KW - Pavement performance KW - Research projects KW - Runoff KW - Subdrains UR - https://trid.trb.org/view/1227985 ER - TY - ABST AN - 01459768 TI - Corrosion Evaluation of Various Corrosion Resistant Reinforcements AB - The Coatings and Corrosion Laboratory at Turner-Fairbank Highway Research Center of Federal Highway Administration will start an in-house corrosion study to identify the most cost effective corrosion resistant reinforcing steel(s) for bridge structures in October 2008. In this study, 11 types of materials, including conventional black bar, will be tested in 7 large concrete slab specimens (7 ft. long x 1.5 ft. wide x 8 in. deep each). Accelerated corrosion testing will be performed with a 7-day cyclic wet and dry exposure condition. Corrosion performance of each bar material will be evaluated in terms of macro-cell current, corrosion rate, corrosion potential, impedance, and autopsy upon completion of testing. KW - Concrete bridges KW - Corrosion KW - Corrosion resistant materials KW - Durability KW - Reinforced concrete bridges KW - Reinforcing bars KW - Research projects UR - https://trid.trb.org/view/1227983 ER - TY - ABST AN - 01459767 TI - Performance Evaluation of 100-Year Coating Systems for Steel Bridges. AB - The Coatings and Corrosion Laboratory at Turner-Fairbank Highway Research Center of Federal Highway Administration will select and evaluate seven highly durable and less maintenance required coating systems and two control systems. Most of the coating materials were selected based on their excellent performance records in the laboratories and/or in the field. Several coatings were chosen because they were considered emerging coating technologies with great potential. This study will commence in October 2008 and will be completed in three years. At total of 108 small size (6 x 4 in.) test panels and 27 large size (18 x 18 in.) test panels will be prepared and tested through accelerated laboratory testing and outdoor weathering testing at three exposure sites. Performance of the coating systems will be evaluated using Electrochemical Impedance Spectroscopy (EIS), surface failure characterizations, rust creepage at intentional scribes, pull-off adhesion, and changes of color and gloss. KW - Adhesion KW - Coatings KW - Corrosion protection KW - Creep KW - Electrochemical corrosion KW - Electrochemical impedance spectroscopy KW - Maintenance KW - Maintenance free KW - Performance evaluations KW - Protective coatings KW - Research projects KW - Steel bridges UR - https://trid.trb.org/view/1227982 ER - TY - RPRT AN - 01523700 AU - Willems, Ben AU - Hah, Sehchang AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Future En Route Workstation Study (FEWS II): Part 1 - Automation Integration Research PY - 2008/10//Technical Report SP - 64p AB - The expected increase in air traffic makes it essential to investigate how to develop tools to assist controllers best without sacrificing safety, efficiency, or workload. The Future En Route Workstation Study (FEWS I) concept takes an integrated approach to controller workstation development that applies best human factors principles to the design of the computer-human interface to promote more efficient and effective controller interaction. The current simulation assessed controller performance and workload using the Display System Replacement (DSR), the En Route Automation Modernization (ERAM), and the modified FEWS interface (FEWS II). The authors measured controller eye movements, situation awareness, ratings about system features and functions, workload, performance, and measures of aircraft efficiency at air traffic levels corresponding to levels anticipated for 2015 and beyond. The FEWS II configuration resulted in fewer data entries than DSR or ERAM, although it did not result in a reduction in workload. Controllers had a significantly lower number of controller deviations when using the FEWS II configuration with a two-person sector and Data Communications available. The authors showed a reduction in controller workload when Data Communications was available in a two-person sector. Regression analyses showed that at the same workload level, controllers could handle more aircraft when they worked as a team and Data Communications was available. KW - Air traffic control KW - Data communications KW - Design KW - En Route Automation Modernization KW - Human factors KW - Information display systems KW - User interfaces (Computer science) KW - Workload KW - Workstations UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc0814-2.pdf UR - https://trid.trb.org/view/1307226 ER - TY - RPRT AN - 01481171 AU - Golob, Elyse AU - Chiu, Yi-Chang AU - Mirchandani, Pitu B AU - Agraz, Gertie AU - Jang, Yunemi AU - University of Arizona, Tucson AU - University of Arizona, Tucson AU - Instituto Tecnologico y de Estudios Superiores de Monterrey AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Mariposa Port of Entry Bottleneck Study: Facilitating efficient, secure and economical cross-border transportation movements PY - 2008/10 SP - 212p AB - The purpose of this study was to identify bottleneck areas to and from the Mariposa Port of Entry (POE) at Nogales that impact the efficient cross-border movement of goods and recommend low-cost, high-impact solutions. Nogales is the primary port accounting for more than three-quarters (77%) of all commercial traffic entering Arizona from Mexico and is one of the country’s largest ports of entry for fruits and vegetables. For this project, a bottleneck is defined as “a condition that restricts the free movement of traffic, creating a point of congestion where demand exceeds capacity for a given length of time.” This study employs traffic data collection and analysis to identify the location and nature of bottlenecks that restrict the free flow of people and goods into, and away from, the Mariposa POE. The focus areas include the roads immediately to the north and south of the Mariposa POE, respectively SR 189 (Mariposa Road) and the Corredor Fiscal (Fiscal Corridor), as shown below. The study also proposes improvements to alleviate congestion at the identified bottlenecks and provides estimates of associated costs. KW - Bottlenecks KW - Data collection KW - Freight traffic KW - International borders KW - Nogales (Arizona) KW - Ports of entry KW - Recommendations KW - Traffic congestion KW - Traffic data KW - Traffic mitigation KW - United States-Mexico Border UR - http://www.borderplanning.fhwa.dot.gov/documents/MariposaBottleneckStudy.pdf UR - https://trid.trb.org/view/1250045 ER - TY - RPRT AN - 01473204 AU - Leonard, Blaine D AU - Utah Department of Transportation AU - Federal Highway Administration TI - Annual UTRAC Workshop on Transportation Research Needs: 2008 Proceedings PY - 2008/10 SP - 180p AB - An annual workshop (known as the UTRAC Workshop) was held on April 15, 2008, to discuss and prioritize the research needs of the Utah Department of Transportation (UDOT) in preparation for the 2009 fiscal year. Participants included UDOT managers and employees, Federal Highway Administration (FHWA) staff, individuals from other government agencies, researchers from the local Universities, consultants, contractors, and other interested parties. Problem Statements, describing research needs of the Department, were submitted prior to the workshop and then evaluated, modified, and prioritized by working groups at the workshop. This document describes the UDOT research prioritization process, the UTRAC Workshop and the resulting list of prioritized Problem Statements. The UTRAC Workshop included a plenary session, with a keynote address by Jim McMinimee, UDOT Project Development Director, an update on the status of various ongoing research projects, and the presentation of the Trailblazer Award to Dr. Chris P. Pantelides, Professor and Associate Chair of the University of Utah Civil and Environmental Engineering Department, for his continued and valued contributions to transportation research. Much of the workshop was devoted to the evaluation of Problem Statements by groups of people organized by topic area. The nine topic area groups were: construction, maintenance, materials and pavements, environmental, planning and asset management, traffic management and safety, geotechnical, structural, and hydraulics. Each group used a voting process to determine the most important research needs in their discipline, in ranked order. A total of 51 unique Problem Statements were considered at the workshop, and 35 statements were prioritized. Of those 35 statements, nine have been listed for potential funding by the Research Division. These nine statements include the top statement from each topic area group. The workshop was held at the Salt Lake Community College Miller Professional Development Center in Sandy Utah. A total of 140 people participated in the workshop. KW - Asset management KW - Construction KW - Environmental impacts KW - Maintenance KW - Materials KW - Pavements KW - Research problem statements KW - Strategic planning KW - Traffic control KW - Traffic safety KW - Utah Department of Transportation UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=21157 UR - https://trid.trb.org/view/1243730 ER - TY - RPRT AN - 01454620 AU - Newbolds, Scott A AU - Olek, Jan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Performance and Design of Ultra-Thin Whitetopping (Bonded Concrete Resurfacing) Using Large-Scale Accelerated Pavement Testing PY - 2008/10//Final Report SP - 466p AB - Ultra-Thin Whitetopping (UTW) is a pavement rehabilitation technique that involves the placement of a thin Portland Cement Concrete (PCC) overlay, 2 inches (50 mm) to 4 inches (100 mm) thick, over a distressed Hot Mix Asphalt (HMA) pavement. Typically, the HMA pavement is milled and cleaned which helps to create a bond between the existing HMA pavement and the PCC overlay. The bond between the two layers promotes composite action of the pavement section and as a result has a direct impact on the performance of the UTW Pavement. This composite action allows for the reduced thickness in the UTW layer. Additionally, a short joint spacing is typically used, which reduces the UTW flexural and curling stresses. In this study three different test areas were constructed in the INDOT/Purdue University Accelerated Pavement Testing facility. Each test area had different lanes that varied by concrete mix design, bonding preparation, and pavement cross section.These sections were subjected to 300,000 to 560,000 load applications. An additional test area was constructed outside the facility to evaluate pavement thicknesses and environmental effects.The project resulted in a modified UTW design methodology that takes into account the stiffness of all underlying pavement layers. Additionally, the project provides insight into the effects of pavement section, UTW mix design, mechanical loading, bond conditions, and environmental loading on the performance of UTW. KW - Accelerated tests KW - Asphalt pavements KW - Concrete overlays KW - Pavement design KW - Pavement maintenance KW - Pavement performance KW - Rehabilitation (Maintenance) KW - Resurfacing KW - Ultrathin whitetopping KW - Whitetopping UR - http://dx.doi.org/10.5703/1288284314322 UR - https://trid.trb.org/view/1218793 ER - TY - RPRT AN - 01454619 AU - Jin, Li AU - Fricker, Jon D AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Development of Integrated Land-Use Transportation Model for Indiana PY - 2008/10//Final Report SP - 121p AB - The Indiana Department of Transportation has an operational statewide travel demand model (ISTDM). INDOT also has used the Land Use Central Indiana (LUCI) model to forecast conversion of land to residential and employment uses in future decades over a 44-county area in central Indiana. This paper describes how the LUCI model was expanded to cover the same geographic area as the ISTDM, how the internal structure of each model was made to be compatible with the other model, and how the outputs from each model were made to be suitable as inputs to the other model. The result is an integrated model system that allows forecasts of land use and travel patterns for a specified horizon year, with intermediate reports for each intervening 5-year period. The word “integrated” means that no intervention by the user is needed while the model run is under way. INTRLUDE allows the user to specify scenarios that will affect land use decisions and changes to the state network that may be proposed at certain years before the horizon year. KW - Forecasting KW - Indiana KW - Land use models KW - Sensitivity analysis KW - Transportation planning KW - Travel demand KW - Travel patterns UR - http://dx.doi.org/10.5703/1288284314321 UR - https://trid.trb.org/view/1218792 ER - TY - RPRT AN - 01454616 AU - Jiang, Yi AU - Li, Shuo AU - Nantung, Tommy E AU - Chen, Huaxin AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Analysis and Determination of Axle Load Spectra and Traffic Input for the Mechanistic-Empirical Pavement Design Guide PY - 2008/10//Final Report SP - 109p AB - The values of equivalent single axle loads (ESAL) have been used to represent the vehicle loads in pavement design. To improve the pavement design procedures, a new method, called the Mechanistic-Empirical Pavement Design Guide (MEPDG), has been developed to use the axle load spectra to represent the vehicle loads in pavement design. These spectra represent the percentage of the total axle applications within each load interval for single, tandem, tridem, and quad axles. Using axle load spectra as the traffic input, the MEPDG method is able to analyze the impacts of varying traffic loads on pavement and provide an optimal pavement structure design. In addition, the new method can be used to analyze the effects of materials and the impacts of seasons, to compare rehabilitation strategies, and to perform forensic analyses of pavement conditions. The MEPDG utilizes mechanistic-empirical approaches to realistically characterize inservice pavements and allows the full integration of vehicular traffic loadings, climatic features, soil characteristics, and paving materials properties into the detailed analysis of pavement structural behaviors and the resulting pavement performance. In order to provide the traffic data input required by the MEPDG, the Indiana Department of Transportation (INDOT) made an effort to obtain truck traffic information from the traffic data collected through weigh-in-motion (WIM) stations. This study was conducted to create the truck traffic spectra and other traffic inputs for INDOT to implement the new pavement design method. Furthermore, the INDOT AADT data were used in this study to analyze the spatial distributions of the traffic volumes in Indiana and to obtain the spatial distributions of traffic volumes. KW - Axle loads KW - Design methods KW - Indiana Department of Transportation KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement design KW - Traffic data KW - Truck traffic KW - Weigh in motion UR - http://dx.doi.org/10.5703/1288284314325 UR - https://trid.trb.org/view/1218796 ER - TY - RPRT AN - 01454495 AU - Loukidis, Dimitrios AU - Salgado, Rodrigo AU - Abou-Jaoude, Grace AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Assessment of Axially-Loaded Pile Dynamic Design Methods and Review of INDOT Axially-Loaded Pile Design Procedure PY - 2008/10//Final Report SP - 186p AB - The general aim of the present research is to identify areas of improvement and propose changes in the current methodologies followed by INDOT for design of axially loaded piles, with special focus on the dynamic analysis of pile driving. Interviews with INDOT geotechnical engineers and private geotechnical consultants frequently involved in INDOT’s deep foundation projects provided information on the methods and software currently employed. It was found that geotechnical engineers rely on static unit soil resistance equations that were developed over twenty years ago and that have a relatively large degree of empiricism. Updated and improved static design equations recently proposed in the literature have not yet been implemented in practice. Pile design relies predominantly on SPT data; cone penetration testing is performed only occasionally. Dynamic analysis of pile driving in standard practice is performed using Smith-type soil reaction models. A comprehensive review of existing soil reaction models for 1-dimensional dynamic pile analysis is presented. This review allowed an assessment of the validity of existing models and identification of their limitations. New shaft and base reaction models are developed that overcome shortcomings of existing models and that are consistent with the physics and mechanics of pile driving. The proposed shaft reaction model consists of a soil disk representing the near field soil surrounding the pile shaft, a plastic slider-viscous dashpot system representing the thin shear band forming at the soil-pile interface located at the inner boundary of the soil disk, and far field- consistent boundaries placed at the outer boundary of the soil disk. The soil in the disk is assumed to follow a hyperbolic stress-strain law. The base reaction model consists of a nonlinear spring and a radiation dashpot connected in parallel. The nonlinear spring is formulated in a way that reproduces realistically the base load-settlement response under static conditions. The initial spring stiffness and the radiation dashpot take into account the effect of the high base embedment. Both shaft and base reaction models capture effectively soil nonlinearity, hysteretic damping, viscous damping, and radiation damping. The input parameters of the models consist of standard geotechnical parameters, thus reducing the level of empiricism in calculations to a minimum. Data collected during the driving of full-scale piles in the field and model piles in the laboratory are used for validating the proposed models. KW - Axial loads KW - Design methods KW - Dynamic structural analysis KW - Geotechnical engineering KW - Indiana Department of Transportation KW - Pile driving KW - Pile foundations KW - Piles (Supports) UR - http://dx.doi.org/10.5703/1288284313450 UR - https://trid.trb.org/view/1218774 ER - TY - RPRT AN - 01158866 AU - Moller, Paul S AU - Aerobotics AU - California Department of Transportation AU - Federal Highway Administration TI - CALTRANS Bridge Inspection Aerial Robot Final Report PY - 2008/10 SP - 26p AB - The California Department of Transportation (Caltrans) project resulted in the development of a twin-motor, single duct, electric-powered Aerobot capable of carrying video cameras up to 200 feet in elevation to enable close inspection of bridges and other elevated highway structures. The Aerobot designed to perform that mission, the model ES20-10, is a forty-pound vehicle employing two electric motors with power, control commands, and sensor images transmitted through a thin-wire and fiber-optic 200-foot cable. Aerobot is a ducted-fan vehicle utilizing a unique computer-aided stabilization and control system. The vehicle is capable of vertical takeoff, translation to horizontal movement as commanded by the pilot, hover at a point in space as commanded, rotation about its vertical axis (yaw control), and controlled descent to a vertical landing. This control permits extensive mobility for positioning the inspection camera to view elevated structures close-up from any angle. Onboard computer controls stabilize the Aerobot at all times. Due to a number of implementation issues, including motor controller adaptation and a video camera not being purchased, the device did not perform as expected within the initial or extended schedule of events and was not deployed; the contractor recommended terminating the program. KW - Bridges KW - Inspection equipment KW - Mobile robots KW - Video cameras UR - http://www.dot.ca.gov/newtech/researchreports/reports/2008/08-0182.pdf UR - https://trid.trb.org/view/917744 ER - TY - RPRT AN - 01155066 AU - Yeh, Michelle AU - Multer, Jordan AU - Research and Innovative Technology Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Driver Behavior at Highway-Railroad Grade Crossings: A Literature Review from 1990–2006 PY - 2008/10//Final Report SP - 135p AB - Accidents at grade crossings continue to be the leading cause of fatalities in the railroad industry. A large proportion of these accidents are the result of driver error. The purpose of this report is to review research that addresses driver behavior at grade crossings to better understand the decisions and actions drivers make so that countermeasures can be developed to discourage dangerous driving behavior. This report is intended to update a 1990 literature review titled, Driver Behavior at Rail-Highway Crossings, by Lerner, Ratte, and Walker, that provided a comprehensive examination of factors contributing to driver noncompliance at grade crossings. This report focuses on grade crossing research conducted since 1990 and extends the review by Lerner, et al. by examining the grade crossing problem in the context of the general driving task. This literature review is organized using the framework of a sociotechnical model such that driver behavior is examined not as individual elements but as a system. Recommendations for additional research are also identified. KW - Behavior KW - Driver errors KW - Fatalities KW - Highway safety KW - Railroad grade crossings KW - Railroad safety UR - http://www.fra.dot.gov/Elib/Document/385 UR - http://ntl.bts.gov/lib/35000/35000/35017/DOT-VNTSC-FRA-08-03.pdf UR - https://trid.trb.org/view/915762 ER - TY - RPRT AN - 01147415 AU - Vivoda, Jonathon M AU - University of Michigan Transportation Research Institute AU - University of Michigan, Ann Arbor AU - Research and Innovative Technology Administration TI - A Survey of Educational Needs Among Transportation Professionals PY - 2008/10 SP - 12p AB - One of the goals of the Michigan Center for Advancing Safe Transportation throughout the Lifespan (M-CASTL) is to expand the University of Michigan’s role in continuing education for transportation safety and mobility practitioners. This goal will be accomplished by developing a Professional Education Program within M-CASTL. This Program will aim to fill traffic safety and mobility needs through on-site education, giving lectures and talks, hosting conferences and seminars, as well as web-casting, video streaming, smart boards, and other media. In order to begin planning for development of the Program, it was necessary to better understand the potential educational needs of professionals working in the fields of traffic safety and mobility. To begin this process, a pilot survey was designed and disseminated, followed by a more in-depth survey submitted to a larger audience. The current report describes the process, the results of the survey, and the implications of those results for building the Program. KW - Education KW - Mobility KW - Professional personnel KW - Surveys KW - Traffic safety UR - http://m-castl.org/files/ProfEdReport.pdf UR - https://trid.trb.org/view/907681 ER - TY - RPRT AN - 01143737 AU - Federal Transit Administration TI - Transit State of Good Repair: Beginning the Dialogue PY - 2008/10 SP - 55p AB - On August 13, 2008, the Federal Transit Administration (FTA) convened a two-day workshop to consider the state of good repair (SGR) needs of the nation’s rail and bus transit rolling stock and infrastructure. Specific issues considered by the workshop included: How should state of good repair be defined and measured? What is the current condition of the nation’s transit capital assets? What level of investment is required to attain SGR, and how does this compare with existing funding? How are local agencies addressing their SGR needs? How can preventive maintenance, asset management and alternative financing approaches help agencies attain SGR? What should the federal role in SGR be? The papers prepared for the workshop address each of these questions, provide background on the current understanding of the underlying issues, and then encourage the reader to consider alternate approaches or solutions to these issues. This report updates each of the papers and presents key observations from the SGR workshop. KW - Alternative financing KW - Asset management KW - Bus transit KW - Federal government KW - Infrastructure KW - Maintenance KW - Needs assessment KW - Preventive maintenance KW - Rail transit KW - Rolling stock KW - State of good repair KW - Workshops UR - http://www.fta.dot.gov/documents/SGR.pdf UR - https://trid.trb.org/view/904002 ER - TY - RPRT AN - 01142524 AU - Association of American Railroads AU - Federal Railroad Administration TI - Performance of Two Concrete Bridges at the Facility for Accelerated Service Testing for 500 MGT PY - 2008/10//Research Results SP - 4p AB - Two new precast concrete bridges were installed by the Transportation Technology Center, Inc. (TTCI), a wholly owned subsidiary of the Association of American Railroads (AAR), Pueblo, Colorado, at the Facility for Accelerated Service Testing (FAST) in December 2003. The bridges have accumulated 517 million gross tons (MGT) of 315,000-pound gross rail load traffic (GRL). A variety of long- and short-term tests are underway. Ongoing testing is funded by AAR and Federal Railroad Administration. To date, the concrete box girder spans have performed well with a structural strength under 315,000-pound GRL traffic. In-field repairs (prior to installation) of girder-end damage have performed well, with no deterioration of the repaired areas noted by TTCI to date. Deterioration of the concrete bridges thus far at FAST includes cracking in ballast curbs, wear at lateral restrainers, an end corner crack near a bearing pad, and bent and broken anchor bolts near lateral restrainers. These concrete bridges on a 5-degree curve provide a challenging environment for track ties and fasteners, with significant degradation noted in less than 300 MGT, including broken ties, broken tie plates, and loose screw spikes. Concrete bridges are the most commonly constructed railroad bridges in recent years. They are typically the preferred replacement for timber trestles. Because of the significant investment being made in concrete bridges, it is prudent to understand their response to heavy axle load traffic KW - Accelerated tests KW - Bridge design KW - Concrete bridges KW - Facility for Accelerated Service Testing KW - Load rating (Bridges) KW - Million gross tons KW - Railroad traffic KW - Railroad transportation UR - http://ntl.bts.gov/lib/42000/42800/42896/rr0815.pdf UR - https://trid.trb.org/view/902878 ER - TY - RPRT AN - 01142523 AU - Federal Railroad Administration TI - Pilot for Rail Passenger Cab Cars PY - 2008/10//Research Results SP - 4p AB - The research objectives were to investigate the differences in derailment potential between cab car and locomotive led trains when they strike heavy objects at grade crossings. Energy-absorption design concepts to improve the crashworthiness of pilots were studied. KW - Derailments KW - Finite element method KW - Passenger cars KW - Railroad cars KW - Railroad grade crossings KW - Railroad safety KW - Railroad traffic KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/2018 UR - https://trid.trb.org/view/902881 ER - TY - RPRT AN - 01142504 AU - Association of American Railroads AU - Federal Railroad Administration TI - New Crosstie and Fastening System Test at the Facility for Accelerated Service Testing PY - 2008/10//Updated Research Results SP - 4p AB - Transportation Technology Center, Inc. (TTCI), a wholly-owned subsidiary of the Association of American Railroads, in Pueblo, Colorado, has been evaluating and reporting on the evolution of premium railway crossties and fastening systems designed for heavy axle loads (HAL) since the beginning of the HAL Program in 1988. During this evaluation, suppliers have developed components that help extend the life of the ties and provide increased overall track strength and gage retention. The preliminary data presented here is for the newest crosstie and fastening system tests at Facility for Accelerated Service Testing (FAST). TTCI observations at FAST conclude that the use of stronger components may lead to different failure modes. These are often more abrupt failures, such as a component fracture, rather than gradual gage widening. The American Railway Engineering and Maintenance-of-Way Association (AREMA) 14-inch tie plate and cut spike system used with wood and plastic ties performed better than elastic fastening systems used with wood ties. New designs of tie plates for use with elastic rail fasteners were successful in eliminating plate fatigue in tests at FAST. High-strength screw spikes had considerably more failures than conventional screw spikes. The high number of broken screw spikes and/or screw spike uplift in the elastic fastener test zones contributed to the loaded gage-widening degradation seen in those zones. Tie plate cutting has not been a problem in the elastic fastening test zones. Generally, plate cutting is not a predominant failure mode for ties at FAST. However, failure of components, such as screw spikes allow increased lateral translation of the tie plates and more plate cutting. All of these tests were on southern yellow pine crossties or Recycled Technologies International plastic ties. The lower density southern yellow pine ties accelerated the test results as compared to oak ties. KW - Accelerated tests KW - Crossties KW - Heavy axle loads KW - Maintenance of way KW - Rail fasteners KW - Railroad tracks KW - Track strength degradation UR - https://docs.google.com/file/d/0B_vLgMTryumCM2Q5YzNhNzctMTBkNy00YjE1LWExYzgtM2U4OTI3ZDhhNjgz/edit UR - https://trid.trb.org/view/902733 ER - TY - SER AN - 01142049 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - DeVries, Jon B AU - Dermisi, Sofia V AU - Roosevelt University AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Regional Warehouse Trip Production Analysis, Chicago Metro Area, September, 2008 PY - 2008/10//Research Report IS - 08-025 SP - 33p AB - This research report provides primary research data and analysis on heavy truck trip generation and characteristics from regional distribution centers (RDC) and similar facilities in an effort to facilitate future public policy making regarding roadway transportation needs as well as land-use and economic development decisions. The report also provides secondary data and information on intermodal freight transportation - its growth and its economic impacts – to provide a regional, national, and international context for the research. The primary data was obtained from a field survey of 12 distribution centers of various scales (7 of them regional) in Northeast Illinois. The 12 facilities and their supervisory personnel were visited by the research team and analyzed in depth for their general business characteristics (e.g. type of goods, number of employees, hours of operation etc.), property characteristics (e.g. location, facility size, ceiling height) and their truck trip productions (e.g. number of arrivals-departures, geographic distribution of inbound-outbound movement, volume per quarter etc.). The findings of this research project in reference to the 12 facilities indicate the uniqueness and significant complexity of the distribution centers. There is clear evidence of an increase in size (sq. ft & ceiling) and automation (racking systems) of the newer facilities as well as 24-hour operations. The comparison of daily heavy truck movement shows significant arrival concentration between 8am-10am and 8pm- 6am. In contrast the heaviest departure activity is between 4-6pm. The majority of originating freight is from the Midwest with the outbound distributions also being allocated regionally then nationally and internationally (minimal allocation). Another result was the increased volume concentration in the third quarter of each year between July and September. The above results along with the significant expansions of RDC facilities in the last few years indicate the additional need for studying the locations of the various facilities and the heavy truck traffic volume they generate. The results should also be useful in determining the economics benefits/costs and impacts of these facilities for purposes of making infrastructure investment, economic incentive, and land use decisions. KW - Chicago Metropolitan Area KW - Freight transportation KW - Heavy duty trucks KW - Intermodal transportation KW - Physical distribution KW - Regional analysis KW - Trip generation KW - Truck traffic KW - Warehousing UR - http://ntl.bts.gov/lib/31000/31000/31013/ICT-08-025.pdf UR - https://trid.trb.org/view/901859 ER - TY - RPRT AN - 01140587 AU - Sunkari, Srinivasa R AU - Charara, Hassan A AU - Johnson, Jeremy D AU - Texas Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Implementation of Advance Warning of End of Green System (AWEGS): Implementation Report PY - 2008/10//Technical Report SP - 26p AB - The objective of this implementation project was to implement four Advance Warning of End of Green Systems (AWEGS) across Texas at intersections appropriate for the installation of AWEGS. After a survey across Texas, four sites were chosen in the Atlanta District, Pharr District, Odessa District, and San Antonio District. The AWEGS design plans were prepared for these four sites and submitted to the districts. These plans were prepared for an intersection with high-speed approaches having the required dilemma zone detection design. The Atlanta District implementation was typical of the earlier implementation and used the TS 2 TS 1 conversion panel. However, the remaining implementations were configured for using enhanced bus interface units (BIUs). AWEGS software was also modified to account for rail preemption as the site in Odessa District was being preempted by between 15 to 25 trains per day. Finally, the implementation in San Antonio District was redesigned to use radar detection for both dilemma zone and advance detection. AWEGS at the Atlanta, Pharr, and Odessa Districts have been implemented and an evaluation of the system showed that AWEGS was performing satisfactorily at all sites. TTI researchers are awaiting the San Antonio District to install the radar detectors to implement the system there. KW - Advance detection KW - Advance traffic warning devices KW - Advance warning flashers KW - Advance Warning of End of Green System KW - Dilemma zone KW - High speed intersections KW - Implementation KW - Radar vehicle detectors KW - Texas KW - Traffic signal preemption UR - http://tti.tamu.edu/documents/5-5113-01-1.pdf UR - http://ntl.bts.gov/lib/31000/31100/31132/5-5113-01-1.pdf UR - https://trid.trb.org/view/900978 ER - TY - RPRT AN - 01140445 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 - Feasibility Report and Plan of Action for Development of a New, Hydraulically Efficient Bridge Rail PY - 2008/10//Technical Report SP - 18p 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 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 - Bridge railings KW - Feasibility analysis KW - Flood plains KW - Hydraulic models KW - Hydraulics UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5492_2.pdf UR - https://trid.trb.org/view/900760 ER - TY - RPRT AN - 01139507 AU - Stringer, Megan AU - Crawford, Taylor AU - Fowler, David W AU - Jirsa, James O AU - Won, Moon C AU - Whitney, David P AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Assessment and Rehabilitation Methods for Longitudinal Cracks and Joint Separations in Concrete Pavement PY - 2008/10//Research Report SP - 319p AB - Researchers surveyed state departments of transportation in the United States and searched published literature for effective means of repairing and rehabilitating pavements with longitudinal cracking or joint separations. These methods included field assessment for determining the severity of the causes of the symptoms and procedures for addressing the issues discovered during the assessment. The methods were evaluated for ease of implementation, cost effectiveness, and durability implications. Results produced an understanding of several of the most popular methods and recommendations for the Texas Department of Transportation's intended implementation. Slot stitching generally proved to be the most effective method for restoring load transfer to joints. Cross stitching is effective for cracks that are still relatively narrow. Details and specifications are included for a section of US 75 near Sherman that exhibited slab faulting and joint separation. KW - Concrete pavements KW - Cost effectiveness KW - Durability KW - Implementation KW - Joint separation (Pavements) KW - Load transfer KW - Longitudinal cracking KW - Pavement joints KW - Rehabilitation (Maintenance) KW - Stitching UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5444_2.pdf UR - https://trid.trb.org/view/899863 ER - TY - RPRT AN - 01138522 AU - Prime Focus LLC AU - Western Transportation Institute AU - Montana Department of Transportation AU - Federal Highway Administration TI - Container/Trailer on Flatcar in Intermodal Service on Montana's Railway Mainlines PY - 2008/10//Final Report SP - 170p AB - The objective of this study was to investigate the feasibility of intermodal freight service in Montana with respect to the potential demand for such service, obstacles to its implementation, and incentives that might be appropriate to promote it. Study activities consisted of a) review of relevant research and existing intermodal operations; b) survey of potential users relative to their needs and degree of interest in intermodal service; c) interviews with the various stakeholders involved in providing such service; d) network-level assessment of container demand across the state; e) identification of programs that support establishing intermodal service; and finally, f) assessment of the overall feasibility of establishing more extensive intermodal service than is currently available in the state. It was generally concluded that at the estimated level of container demand statewide, establishing container service would be difficult within the intermodal operations model currently being used by rail carriers. That being said, economic and logistics conditions do change, which could result in new intermodal service opportunities. KW - Barriers to implementation KW - Container on flat car KW - Demand KW - Feasibility analysis KW - Freight traffic KW - Incentives KW - Intermodal services KW - Montana KW - Railroads UR - http://www.mdt.mt.gov/other/research//external/docs/research_proj/flatcars/final_report.pdf UR - http://www.pnmshelby.com/4W1926_Final_Report.pdf UR - https://trid.trb.org/view/898510 ER - TY - RPRT AN - 01138318 AU - Federal Highway Administration TI - Congestion Pricing. A Primer: Overview PY - 2008/10 SP - 24p AB - States and local jurisdictions are increasingly discussing congestion pricing as a strategy for improving transportation system performance. In fact, many transportation economists and national transportation experts believe that congestion pricing offers promising opportunities to cost-effectively reduce traffic congestion, improve the reliability of highway system performance, and improve the quality of life for residents, many of whom are experiencing intolerable traffic congestion in regions across the country. Because congestion pricing is still a relatively new concept in the United States, the Federal Highway Administration (FHWA) is embarking on an outreach effort to introduce the various aspects of congestion pricing to decision-makers and transportation professionals. One element of the Federal Highway Administration’s (FHWA's) congestion-pricing outreach program is this Congestion Pricing Primer Series. The aim of the primer series is not to promote congestion pricing or to provide an exhaustive discussion of the various technical and institutional issues one might encounter when implementing a particular project; rather, the intent is to provide an overview of the key elements of congestion pricing, to illustrate the multidisciplinary aspects and skill sets required to analyze and implement congestion pricing, and to provide an entry point for practitioners and others interested in engaging in the congestion-pricing dialogue. KW - Congestion pricing KW - Cost effectiveness KW - Decision making KW - Performance evaluations KW - Public transit KW - Quality of life KW - Traffic congestion KW - Transportation planning UR - http://ops.fhwa.dot.gov/publications/fhwahop08039/fhwahop08039.pdf UR - http://ntl.bts.gov/lib/30000/30800/30845/fhwahop08039.pdf UR - https://trid.trb.org/view/898495 ER - TY - RPRT AN - 01135495 AU - MADDALENA, R L AU - MCKONE, T E AU - Lawrence Berkeley National Laboratory AU - Federal Aviation Administration AU - Department of Energy TI - Insecticide Exposures on Commercial Aircraft: A Literature Review and Screening Level Assessment PY - 2008/10 SP - 53p AB - The objective of this project was to provide initial estimates of the relationship between insecticide use on passenger aircraft and exposure levels present in the cabin environment. The work was initially divided into three tasks including 1) a review of insecticide application practices in commercial aircraft, 2) exploratory measurements of insecticide concentrations in treated aircraft and 3) screening level exposure modeling. Task 1 gathered information that is needed to assess the time-concentration history of insecticides in the airline cabin. The literature review focused on application practices, information about the cabin environment and existing measurements of exposure concentrations following treatment. Information from the airlines was not available for estimating insecticide application rates in the U.S. domestic fleet or for understanding how frequently equipment rotate into domestic routes following insecticide treatment. However, the World Health Organization (WHO) recommends several methods for treating aircraft with insecticide. Although there is evidence that these WHO guidelines may not always be followed, and that practices vary by airline, destination, and/or applicator company, the guidelines in combination with information related to other indoor environments provides a plausible basis for estimating insecticide loading rates on aircraft. KW - Aircraft KW - Aircraft cabins KW - Aircraft operations KW - Civil aircraft KW - Exposure (Pollutants) KW - Insecticides KW - Literature reviews KW - Passenger compartments KW - Passenger transportation UR - http://repositories.cdlib.org/cgi/viewcontent.cgi?article=7977&context=lbnl UR - https://trid.trb.org/view/894375 ER - TY - RPRT AN - 01135310 AU - Fell, James C AU - Pacific Institute for Research and Evaluation AU - National Highway Traffic Safety Administration TI - Examination of the Criticisms of the Minimum Legal Drinking Age 21 Laws in the United States from a Traffic-Safety Perspective PY - 2008/10 SP - 13p AB - Perhaps no alcohol safety measure has attracted more research and public attention or shown more consistent evidence of effectiveness than the minimum legal drinking age (MLDA) 21 law in the United States. MLDA laws were established in the States after the repeal of Prohibition in 1933 (21st Amendment to the U.S. Constitution). Many States set the MLDA at 21 during that time. When the voting age was lowered from 21 to 18 in 1971 (26th Amendment to the U.S. Constitution), many States lowered their drinking age to 18 or 19. Studies in the 1970s and 1980s showed significant increases in alcohol-related crashes involving youth aged 18-20 in States that lowered their drinking age. Consequently, the U.S. Congress passed the National Minimum Drinking Age Act and President Reagan signed the bill into law in 1984. Since 1988, the MLDA has been 21 in all 50 States and the District of Columbia (DC). Between 1982 and 1998, the population-adjusted involvement rate of drinking drivers aged 20 and younger in fatal crashes decreased 59 percent. MLDA-21 laws have been shown to be associated with this decline. The National Highway Traffic Safety Administration (NHTSA) has estimated that MLDA laws save approximately 900 lives a year in traffic fatalities alone. Section I of this report presents cases that have been made for lowering the drinking age and examines these arguments. Much of the information contained in this section was adapted from two prior publications with similar arguments and augmented with new and updated information. Section II provides detailed information and supporting data on the benefits of MLDA 21 and the extent of teen motor vehicle risks. KW - Alcohol use KW - Fatalities KW - Highway safety KW - Laws and legislation KW - Legal drinking age KW - Policy, legislation and regulation KW - Traffic crashes KW - United States UR - http://www.madd.org/underage-drinking/why21/Examination_of_MLDA_Laws_NHTSA_Pub_11_6_08.pdf UR - https://trid.trb.org/view/894429 ER - TY - RPRT AN - 01135014 AU - Federal Transit Administration TI - Berkeley/Albany ferry terminal study : environmental impact statement PY - 2008/10//Volumes held: Draft KW - California KW - Environmental impact statements UR - https://trid.trb.org/view/895764 ER -