For example, the controlling obstacle for an instrument procedure or penetrations to the air carrier one engine inoperative requirement may not be obstructions under Part 77 criteria. The emergence of new navigational technologies and their associated procedures have further exacerbated this situation. In an attempt to address this situation, the Federal Aviation Administration (FAA) is considering developing new composite surfaces that incorporate multiple existing criteria including that contained in Part 77 and Terminal Instrument Procedures (TERPS). However, this effort is just starting. In the interim, planners and airport sponsors need to better understand the effects of current and proposed objects on the airport environment. There are a myriad of federal regulations, requirements, and processes that are used to identify and assess the impacts on an airport's operations of proposed objects. Research is needed to provide guidance to airport managers and other stakeholders on applicable criteria and interrelationships between these criteria in order to help them identify and minimize the effects of development decisions that may adversely impact on airport operations. The objective of this research is to develop a guidebook that defines and explains the various criteria used to identify objects that affect the airspace needed by an airport for its current and future operations, as well as the interrelationships between these criteria. The guidebook is intended to be used by airport operators, consultants, and surrounding communities in understanding the airport's current and future airspace needs and how objects individually and collectively can affect the safety, utility, and efficiency of their airport.
KW - Air transportation facilities
KW - Airport operations
KW - Airports
KW - Airspace (Aeronautics)
KW - Airspace utilization
KW - Handbooks
KW - Obstructions (Navigation)
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2105
UR - https://trid.trb.org/view/1230934
ER -
TY - ABST
AN - 01485576
TI - Modeling the Urban Continuum in an Integrated Framework: Location Choice Activity-Travel Behavior and Dynamic Traffic Patterns
AB - The goal of this Exploratory Advanced Research (EAR) Program project is not to devise new modeling software but to develop a conceptual framework, an integrated prototype, and computational tools with which others can tailor their own integrated systems, using available micro-simulation models. These models cover a broad array of decisions and behaviors on the part of individuals, businesses, and governments, from long-term location choices to daily travel route choices. Land-use modeling enables planners to simulate the interrelationships of land-use dynamics, transportation, and air quality, including feedback effects such as potential induced demand. UrbanSim, for example, is helping planners address policy issues related to reducing urban sprawl, altering travel behavior, and providing affordable housing. New tour- and activity-based models of travel demand simulate the choices of travel times, modes, and routes and the impact they have on travel patterns. Travel demand models based on these concepts are in use or under development by several metropolitan planning organizations around the country. Advanced transportation network modeling methods, such as dynamic traffic assignment, are used by a broad set of practitioners to inform project evaluation and operational planning, city roadway reconfigurations, design and evaluation of intelligent transportation systems, and estimating both typical and evacuation traffic. Any effort to integrate these three distinct arenas of microsimulation must draw on leaders in each area. Researchers at the Arizona State University, Tempe, are leading the activity-travel behavior modeling aspect of the study; a team from the University of Arizona, Tucson, is providing expertise in dynamic traffic assignment modeling; and scientists at the University of Washington, Seattle, are the project's specialists in land-use microsimulation modeling and computational algorithms. Assisting the universities in the 3-year effort are the Arizona Department of Transportation, Maricopa Association of Governments and Maricopa County Department of Transportation in Phoenix, Pima Association of Governments in Tucson, and Puget Sound Regional Council in Seattle.
KW - Dynamic traffic assignment
KW - Integrated systems
KW - Intelligent transportation systems
KW - Land use planning
KW - Route choice
KW - Travel behavior
KW - Travel demand
KW - Travel patterns
UR - http://www.fhwa.dot.gov/advancedresearch/pubs/interurbsys.cfm
UR - https://trid.trb.org/view/1254340
ER -
TY - ABST
AN - 01464733
TI - Research for the AASHTO Standing Committee on the Environment. Task 54. Evaluate Colorado's Area-wide Cumulative Effects Assessment (ACEA) Methodology as a Mechanism for Cumulative Impacts Analysis of Regional Transportation Plans
AB - Departments of Transportation (DOTs) are confronted with the challenge of performing meaningful and efficient environmental analysis, acceptable to the resource agencies involved, so that environmental information can inform and support decision-making at appropriate points in the transportation process. Colorado has made an initial attempt to address this challenge in its Area-wide Cumulative Effects Assessment (ACEA). The study has provided several environmental resource metrics that hold the prospect for regional resource assessments similar to an air quality conformity analysis. This research is designed to apply metrics developed in to study to a regional transportation plan for the purpose of assessing cumulative effects on a regional basis. Since modeling the transportation plan would include both the current and future network, the assessment of an individual resource would meet the cumulative effects requirements of past, current, and future impacts.
KW - Air quality management
KW - Areawide Cumulative Effects Assessment (ACEA)
KW - Colorado
KW - Conformity
KW - Environment
KW - Regional transportation
KW - State departments of transportation
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2379
UR - https://trid.trb.org/view/1232965
ER -
TY - ABST
AN - 01462714
TI - A Comprehensive Development Plan for a Multimodal Noise and Emissions Model
AB - The social, environmental, and economic effects of noise, emissions, congestion, and delays from aircraft, highways, and rail are typically evaluated and mitigated separately. This fragmented approach can lead to incomplete environmental analyses and, as a result, inefficient expenditure of public funds. Environmental effects could be more thoroughly evaluated if a multi-modal analysis model existed. For example, multimodal analysis could reveal whether a transit-rail line built next to an existing highway leading to an airport would result in an increase or decrease in noise and emissions. This model could also facilitate a comparative cost and economic impact analysis of alternatives and mitigation strategies. Although there are analytical models available to measure noise and emissions, the ability to apply these models in an integrated fashion across transportation modes does not exist; the ability to link impact measures with economic effects in a consistent manner is, at best, limited. As an initial phase in addressing this problem, research is necessary to (1) determine the feasibility of building an integrated multimodal model that meets the needs of the numerous agencies and institutions involved and (2) define the process required to develop that model. A multimodal transportation noise and emissions model would help to inform airport operators and policymakers charged with making decisions. The proposed model would facilitate an integrated assessment of noise and air quality impacts from combinations of transportation modes, assess the total costs and impacts, and assist in the design of mitigation strategies. This model would also provide decisionmakers with information to make more efficient use of federal, state, and local funds. The objective of this research is to produce a comprehensive Model Development Plan (MDP) that will guide future development (by others) of a model to facilitate integrated quantification of multimodal noise and emissions, as well as economic analysis of alternative scenarios. The model that will result from implementing the MDP will consist of an analytical tool or set of tools in the form of (a) a "super" model (i.e., a single, inclusive model designed to address all desired components); (b) a tool that combines inputs and/or outputs of existing or new models; or (c) an alternative approach. Modes to consider should include aviation, rail, transit, maritime, and roadways. This research will define the process required to create this model, but will not result in the actual development of the model. The tasks included in this research will determine the feasibility of an integrated approach to quantification of multimodal noise and emissions, the form that this model might take, and the process required to create the model. Actual development of the model will be considered in the future, as determined by the outcome of this research.
KW - Air quality management
KW - Aircraft noise
KW - Congestion management systems
KW - Multimodal transportation
KW - Noise
KW - Noise control
KW - Pollutants
KW - Railroad noise
KW - Research projects
KW - Traffic noise
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2102
UR - https://trid.trb.org/view/1230936
ER -
TY - ABST
AN - 01464696
TI - Expansion of the Transportation Research Thesaurus
AB - In 2001 TRB published NCHRP Report 450: Transportation Research Thesaurus and User's Guide. The primary purpose of the Transportation Research Thesaurus (TRT) is to provide a common vocabulary for producers and users of TRB's TRIS database. In addition to TRB, other organizations are using the TRT in a variety of applications and platforms: the National Transportation Library Digital Library catalog, the catalogs of academic and department of transportation libraries, and the web-based catalogs of various institutions. Moreover, the TRT vocabulary is mapped to other standard vocabularies, including the Library of Congress Subject Headings (LCSH) and the International Transport Research Documentation Thesaurus. The TRT now contains over 10,000 terms as well as scope notes and "used for terms". The Transportation Research Thesaurus was developed in accordance with the principles of the Guidelines for the Construction, Format, and Management of Monolingual Thesauri (ANSI/NISO Z39.19-1993), an American National Standard developed by the National Information Standards Organization and approved August 30, 1993, by the American National Standards Institute. The standard specifies equivalence (synonymous), hierarchical, and associative relationships among terms and recommends print and screen formats to show these relationships. In FY2006, NCHRP Project 20-70 funded the development of web access to the TRT on the TRB website as well as improvements to the technology that supports use of the TRT by TRIS indexers. Both tasks were successfully completed and implemented. Although the technical improvements have been significant, users would benefit from the addition of term definitions. Providing more information to those indexing or defining their reports and resources would allow for more consistent use of vocabulary across repositories and thus improve access to like information. Definitions would also support the user who is working outside his/her specialization. One source of definitions already identified for addition to the TRT is AASHTO's draft multi-modal glossary, which was developed under NCHRP Project 20-7/Task 153. The AASHTO Glossary contains about 3,000 definitions of terms related to transportation. Additional authoritative sources of definitions should be identified and leveraged to improve and enhance the TRT. The objective of the research is to expand the TRT to include definitions of terms that exist in both the TRT and the AASHTO glossary and/or other authoritative sources.
KW - Indexes (Information management)
KW - Indexing
KW - Information management
KW - Transportation Research thesaurus
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1639
UR - https://trid.trb.org/view/1232928
ER -
TY - ABST
AN - 01575908
TI - Prospecting for High Temperature Biocatalysts Using a Novel Strategy
AB - No summary provided.
KW - Biomass
KW - Catalysts
KW - High temperature
KW - Production
UR - https://trid.trb.org/view/1368831
ER -
TY - ABST
AN - 01481816
TI - Construction of Crack-Free Bridge Decks, Phase II
AB - The purpose of this study is to implement the most cost-effective techniques for improving bridge deck life through the reduction of cracking. The work involves cooperation between state departments of transportation, cement companies, contractors and designers.
KW - Bridge construction
KW - Bridge decks
KW - Cost effectiveness
KW - Cracking resistance
KW - Service life
UR - http://www.pooledfund.org/Details/Study/400
UR - https://trid.trb.org/view/1250997
ER -
TY - ABST
AN - 01467541
TI - Plant Pathogens of Feedstock Crops as a Source of Useful Enzymes
AB - Plant pathogenic fungi are a rich and untapped source of cell wall degrading enzymes for feedstock conversion. Switchgrass pathogens are ideal candidates to prospect for enzymes usable in conversion of switchgrass biomass because these fungal strains have evolved the capacity to degrade cell walls of this species. Therefore this project will target biopropecting at necrotrophic fungal pathogens isolated from switchgrass and other potential feedstock crops in the Northeast. The ultimate long-term goal is to identify and develop enzyme systems for optimal bioethanol production. The end products should be higher catalytic function enzymes that can be used at lower amounts, at reduced overall costs and with higher efficiency in lignocellulosic bioconversion. Expected Outcomes: The investigators expect to identify superior fungal isolates that produce cellulases and xylanses equivalent to or better than the industry standard Trichoderma reesii. Symptomatic tissues of switchgrass and other biofeedstock species will be collected from natural and cultivated stands of these species in the field and plant pathogenic fungi will be isolated from these tissues, cultured, identified, and archived. The project will build a collection of 400 isolates of diverse fungal genera and species. These fungal isolates will be screened for growth on lignocellulosic substrates and for cellulase and xylanase activities.
KW - Bioethanol
KW - Biomass
KW - Crops
KW - Enzymes
KW - Feedstock
KW - Pathogens
UR - https://trid.trb.org/view/1235777
ER -
TY - ABST
AN - 01466318
TI - Optimization of Pavement Marking Performance
AB - none
KW - Asphalt concrete
KW - Fog seals
KW - Portland cement concrete
KW - Research projects
KW - Road markings
KW - Snowplows
KW - South Dakota
KW - Surface treating
KW - Traffic safety
KW - Winter maintenance
UR - http://www.mountain-plains.org/research/
UR - https://trid.trb.org/view/1234553
ER -
TY - ABST
AN - 01464506
TI - Wireless Roadside Inspection Program (Phase II)
AB - This is a cooperative project with FMCSA. The number of commercial motor vehicles (CMVs) and the miles they travel grow each year while roadside safety inspection resources remain constant. In addition, the likelihood of a roadside safety inspection being conducted on a CMV is far less than being weighed. In 2003, there were 3 million truck inspections with a violation rate of 73 percent, and 177 million roadside trucks weigh with a violation rate of 0.29 percent. New technologies and enforcement strategies could dramatically increase the number of times a commercial vehicle and driver are examined, leading to better-targeted enforcement, creating a greater deterrence to operate unsafely, and reducing the number of truck and bus crashes. The main objective of this project is to improve highway safety through the dramatic increase of roadside safety inspections of heavy trucks and buses and their drivers enabled by wireless communications between vehicles and inspectors at highway speeds. FMCSA will test and evaluate the feasibility of a wireless roadside inspection system for CMVs and collect real-world data and lessons learned regarding specific technologies, information technology infrastructure requirements to upload electronic inspections to State and FMCSA safety databases, and technology and procedural standards. The expected benefits support FMCSA's safety mission to save lives and reduce injuries by preventing and minimizing the severity of truck and bus crashes by decreasing the number of unsafe CMVs and drivers on the highway; enabling more inspections with the same number of inspectors; reducing the probability of drivers bypassing the inspection station; and increasing the likelihood that fleets will attempt to meet the safety regulations and thereby improve efficiency through reduced stops for safe and legal vehicles and enforcement targeted at unsafe or illegal operators.
KW - Commercial vehicle operations
KW - Commercial vehicles
KW - Inspection
KW - Traffic safety
KW - Vehicle safety inspections
KW - Wireless communication systems
UR - https://trid.trb.org/view/1232736
ER -
TY - ABST
AN - 01462508
TI - Value of Information for Optimal Adaptive Routing in Stochastic Time-Dependent Traffic Networks: Algorithms and Computational Tools
AB - The objective of the project is to develop algorithms and computer implementations to study a class of optimal adaptive routing problems in stochastic time-dependent traffic networks where a wide variety of traveler information situations can be modeled and the value of information can be compared. The project is motivated by two observations of the traffic system: 1) the system is inherently uncertain with random disturbances such as incidents, bad weather, work zones and so forth; and 2) traveler information is or will be available so that travelers could make travel decisions adaptive to the random disturbances to reduce negative effects of uncertainty. The project will contribute to the state of the art by solving a class of fundamental network optimization problems; it will also provide algorithms and computer software for assessing effects of various forms of Advanced Traveler Information Systems (ATIS) in terms of reducing expected travel time and increasing travel time reliability
KW - Advanced traveler information systems
KW - Algorithms
KW - Research projects
KW - Time dependence
KW - Travel time
KW - Traveler information and communication systems
KW - Value of information
KW - Value of life
UR - https://trid.trb.org/view/1230729
ER -
TY - ABST
AN - 01462507
TI - Development and Evaluation of an Attention Maintenance Training Program
AB - This proposed research focuses on one of the key attributes that puts younger drivers at increased risk. In particular, we will focus on the finding that younger drivers pay less attention to the forward roadway and/or are more likely to be engaged in a distracting behavior. Distractions are estimated to cause some 20% - 30% of crashes among older teen drivers, and to be larger among newly licensed drivers than they are among more experienced drivers. Furthermore there is evidence to suggest that the longer time that younger drivers spend with their eyes off the forward roadway leads to an increased potential of an incident. Nevertheless, the data suggest that it may be possible to train newly licensed drivers to develop and adopt a more strategic scan pattern that allows successful completion of a task without a decrease in driving safety. Given both the increased number of in-vehicle electronic devices and the potential impact on traffic safety of a program designed to increase attention to the forward roadway, there is a definitive need to identify an effective attention maintenance training program. This research proposes such a training program, in the form of a Roadway Attention Maintenance Training (RAMT) program which aims to reduce the time that newly-licensed drivers spend with their eyes away from the forward roadway to under two seconds a glance, a duration below which the risk is minimal. The training will be developed as a computer-based training program and will consist of game like elements which make the benefits and costs associated with performing an in-vehicle secondary task similar to what they might be in the real world. Following development of RAMT, its effectiveness will be evaluated using a virtual world in a driving simulator environment where drivers' eye movements will be tracked to quantify their attention maintenance. The evaluation will then move to an on-road environment (closed course) to determine the extent to which the training translates to the real world driving environment. Given the national attention currently being focused on younger drivers, distracted driving, and traffic safety in general, it is anticipated that this research will serve as the foundation for larger-scale future research efforts at the national level.
KW - Accident prone drivers
KW - Attention
KW - Crash risk forecasting
KW - Preventive maintenance
KW - Risk assessment
KW - Teenage drivers
KW - Younger drivers
UR - https://trid.trb.org/view/1230728
ER -
TY - ABST
AN - 01462506
TI - Vehicle Modeling for Future Generation Transportation Simulation
AB - Transportation systems in the 21st century are facing many critical issues including mobility and safety problems. Critical issues call for innovative technologies and solutions. Systems soon to be launched under the United States Department of Transportation (USDOT) Vehicle Infrastructure Integration (VII) Initiative are directed toward addressing these critical issues. To facilitate an understanding of the VII initiative and to assess future VII-enabled transportation systems, future generation transportation simulation tools will be required. In response to this need for simulation tools, this research proposes to develop a dynamic vehicle model as the first step toward achieving long-term VII goals. Such a model is practically unavailable but particularly needed in a VII setting because many VII-enabled vehicle and traffic control strategies work directly on vehicles and the dynamic response of these vehicles determines the effect and overall performance of the VII strategies. This project is proposed with Federal, State, and local transportation research interests in mind. In addition, this project addresses the University of Massachusetts (UMass) Transportation Center theme "Improving Transportation Mobility and Safety with Innovative Technologies and Strategies" and this research responds to a national priority by contributing to the VII initiative.
KW - Improvements
KW - Mobility
KW - Research projects
KW - Strategic planning
KW - Technological innovations
KW - Traffic control
KW - Transportation engineering
KW - Vehicle infrastructure integration
UR - https://trid.trb.org/view/1230727
ER -
TY - ABST
AN - 01462345
TI - Validation of Rehab Strategies to Extend the Service Life of Concrete Bridge Decks
AB - The objectives of this research is to investigate the long-term deteriorating effect of vehicular wheel loading relative to that of environmental loading on Caltrans reinforced concrete bridge decks, as well as to look into the long-term effectiveness of Caltrans' preservation and rehabilitation strategies for concrete bridge decks. Caltrans currently employs high molecular weight methacrylate (HMWM)-based crack sealing and polyester overlay. This research will also explore the value of Portland cement concrete (PCC) and asphalt concrete (AC) overlays on bridge decks, and identify the appropriate treatment time and frequency for these strategies.
KW - Asphalt concrete
KW - Bridge decks
KW - California
KW - Concrete bridges
KW - Finite element method
KW - Moisture content
KW - Portland cement concrete
KW - Rehabilitation (Maintenance)
KW - Research projects
KW - Service life
UR - http://www.westerntransportationinstitute.org/research/4w2179.aspx
UR - https://trid.trb.org/view/1230566
ER -
TY - ABST
AN - 01461697
TI - Plant Pathogens of Feedstock Crops as a Source of Useful Enzymes for Conversion
AB - Plant pathogenic fungi are a rich and untapped source of cell wall degrading enzymes for feedstock conversion. Switchgrass pathogens are ideal candidates to prospect for enzymes useable in conversion of switchgrass biomass because these fungal strains have evolved the capacity to degrade cell walls of this species. Therefore this project will target biopropecting at necrotrophic fungal pathogens isolated from switchgrass and other potential feedstock crops in the Northeast. The ultimate long-term goal is to identify and develop enzyme systems for optimal bioethanol production. The end products should be higher catalytic function enzymes that can be used at lower amounts, at reduced overall costs and with higher efficiency in lignocellulosic bioconversion. Expected Outcomes: The investigators expect to identify superior fungal isolates that produce cellulases and xylanses equivalent to or better than the industry standard Trichoderma reesii. Symptomatic tissues of switchgrass and other biofeedstock species will be collected from natural and cultivated stands of these species in the field and plant pathogenic fungi will be isolated from these tissues, cultured, identified, and archived. We will build a collection of 400 isolates of diverse fungal genera and species. These fungal isolates will be screened for growth on lignocellulosic substrates and for cellulase and xylanase activities.
KW - Alternate fuels
KW - Biomass fuels
KW - Energy conservation
KW - Energy conversion
KW - Enzymes
KW - Feedstocks
KW - Fungi
KW - Pathogens
KW - Plants
KW - Research projects
UR - https://trid.trb.org/view/1229917
ER -
TY - ABST
AN - 01461327
TI - Galvanizing Effect on the Fatigue Performance of Sign and Signal Socket Connection Details
AB - In 2007 a failed Virginia cantilevered sign pole was forensically investigated at Turner-Fairbank Highway Research Center. The investigation yielded inconclusive results, but evidence of zinc on the fracture surface raised a suspicion that a crack may have been preexisting from fabrication. In discussions with industry there appeared to be a growing problem in the US with hot-cracking or liquid metal embrittlement of these details. This project was a first step to addressing the concern, that being to define the reduction in fatigue strength due to galvanizing of socket connection details.
KW - Ball and socket joints
KW - Cantilevered traffic structures
KW - Fatigue (Mechanics)
KW - Fatigue strength
KW - Poles (Supports)
KW - Sign supports
KW - Socket joint
KW - Virginia
UR - https://trid.trb.org/view/1229546
ER -
TY - ABST
AN - 01459827
TI - Does Monitoring Naturalistic Driving through Vehicle Instrumentation Make a Difference in Decision-Making for Fitness to Drive in Early Stage Dementia? An Intervention Study
AB - Latest technologies are used in the vehicle to collect detailed information on ability and performance of drivers in early-stage dementia in an on-going collaboration involving the University of Michigan Transportation Research Institute (UMTRI), the University of Massachusetts Boston, and the University of Houston. With funding from the Alzheimer's Association (2006-2009), the collaborative is exploring the perspectives of three of the stakeholder groups (persons with dementia, family members, and specialists in driving assessment) and will compare their assessments with empirical data on on-road performance gained through in-vehicle monitoring. Funding is now sought for a control group of drivers that have not been monitored with the in-vehicle instrumentation to treat the instrumentation as an intervention and to test its effects related to decision-making among drivers with dementia and their family members. Pre and post test survey instruments have already been developed for the experimental group through the Alzheimer's Association funding. The scope of the proposed research is to utilize the research tools developed for the experimental group and obtain and analyze the control group data. With our contribution, the collaborative will be able to achieve the following goals that reinforce and in some instances may go beyond their initial project: 1) Compare the validity of multiple forms of assessment of driving skills with naturalistic driving in persons with early stage-dementia and a control group; 2) Inform decision-makers about appropriate intervals for checking driving competency; 3) Bring greater visibility to deficits in driving performance unique to people with early-stage dementia; 4) Understand behaviors and issues of older drivers with dementia and their families; and 5) Assess the attitudes, knowledge, and activities of occupational therapists and driver rehabilitation specialists as they relate to older drivers with dementia.
KW - Aged
KW - Decision making
KW - Driver monitoring
KW - Drivers
KW - Driving cessation
KW - Fitness to drive
KW - Research projects
KW - Technological innovations
UR - https://trid.trb.org/view/1228042
ER -
TY - RPRT
AN - 01129536
AU - Veyera, George E
AU - Simpson, Derek
AU - University of Rhode Island, Kingston
AU - Rhode Island Department of Transportation
AU - Federal Highway Administration
TI - Geosynthetics for Soft Shoulder Stabilization
PY - 2008/07/01/Final Report
SP - 187p
AB - The purpose of this investigation was to evaluate the suitability of a soil-mesh composite system for soft shoulder stabilization applications. This report presents the results of research conducted to determine the effects of the randomly oriented polymeric mesh inclusions on a plantable sand. The individual inclusions are playing card size mesh elements (2 in. x 4 in.) with open ribs and square apertures between the ribs, forming a netlike structure. This stabilization system was selected because the polymer inclusions have the potential of providing the tensile reinforcement necessary to support an 18 kip equivalent single axle load (ESAL), as specified by the Rhode Island Department of Transportation (RIDOT), and allowing storm water to drain freely from the roadway. Compaction tests, Clegg Impact Value (CIV) tests, model-footing tests, and hydraulic conductivity tests were conducted to determine the effects of the mesh inclusions on the compaction characteristics, stiffness, deformation behavior, and drainage behavior of a plantable sand. Full-scale model-footing load tests were conducted on representative soft shoulder sections using a Material Test System (MTS) to simulate 1) a heavy vehicle (18 kip ESAL) arriving on the shoulder, parking for 15 minutes, and then leaving (parking simulation), and 2) the same vehicle arriving and leaving an additional 30 times over a period of about 35 minutes (trafficking simulation). Results of the CIV and model-footing tests indicate that a stiffer, more elastic composite material is created with the inclusion of the randomly oriented mesh elements. Notable improvements in deformation characteristics were observed including: increased stiffness, reduced deformations associated with creep, reduced total deformations, and improved elastic recovery. Consequently, the soil-mesh composite reduced permanent deformation (rutting) by at least 50% during the model-footing tests. Results of the compaction and hydraulic conductivity tests indicate that the mesh inclusions have little measurable effect on the compaction characteristics or hydraulic conductivity of the soil tested.
KW - Deformation
KW - Geosynthetics
KW - Load tests
KW - Mechanically stabilized earth
KW - Permeability coefficient
KW - Road shoulders
KW - Rutting
KW - Sand
KW - Soil compaction test
KW - Soil stabilization
KW - Stiffness
UR - https://trid.trb.org/view/889938
ER -
TY - RPRT
AN - 01111309
AU - Fox, Patrick J
AU - Ohio State University, Columbus
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Cone Penetrometer Testing (CPT) for Use with Transportation Projects. Phase I - Feasibility Study
PY - 2008/07/01/Final Report
SP - 51p
AB - The Ohio Department of Transportation (ODOT) Office of Geotechnical Engineering currently uses conventional drilling methods (e.g., hollow stem auger, solid stem auger) to perform subsurface investigations in unconsolidated materials. These techniques have been used for decades and have the advantage of a long track record of experience and success within the state. These methods are, however, time-consuming and expensive to perform, do not provide continuous data, and are not well suited to some types of geologic and environmental conditions. Over the last 20 years, cone penetration testing (CPT) has been gaining acceptance in the U.S. and is now widely used as an alternative or complementary procedure to perform subsurface investigations. ODOT has funded this Phase I project to investigate how this new technology might be utilized to improve the quality and efficiency of ODOT’s subsurface investigation program. This report presents the findings of this investigation and recommendations concerning Phase II implementation.
KW - Cone penetrometers
KW - Feasibility analysis
KW - Ohio
KW - Soil tests
KW - Subsurface investigations
KW - Transportation projects
KW - Unconsolidated soils
UR - http://www2.dot.state.oh.us/research/2008/Geotechnical/134371-PhaseI-IR.pdf
UR - https://trid.trb.org/view/870996
ER -
TY - RPRT
AN - 01622404
AU - National Highway Traffic Safety Administration
TI - Summary Report of NHTSA’s Forward Lighting Research Program
PY - 2008/07
AB - This document summarizes the current research activities and subsequent reports being completed by the Lighting Research Center at Rensselaer Polytechnic Institute for the National Highway Traffic Safety Administration. The research program addresses both disability, meaning reduced visibility, and discomfort, the sensation of annoyance or even pain that drivers may experience from glare. Each research report listing includes: title, overview, approach, findings, what we learned, and status.
KW - Drivers
KW - Glare
KW - Headlamps
KW - Rensselaer Polytechnic Institute Lighting Research Center
KW - Research projects
KW - Visibility
UR - https://www.nhtsa.gov/sites/nhtsa.dot.gov/files/811007.pdf
UR - https://trid.trb.org/view/1440988
ER -
TY - RPRT
AN - 01473166
AU - Tikalsky, Paul J
AU - University of Utah, Salt Lake City
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - Synthesis of Design Guidelines for Corrosion Resistant Reinforced Concrete
PY - 2008/07//Final Report
SP - 87p
AB - This document provides guidelines for the design and construction of corrosion resistant reinforced concrete structures with 75 to 100 years of design life. This level of durability is considered essential for environmentally sustainable solutions and for the economic viability of a long-life design strategy. It is also consistent with the “Highways for Life” policy of the US federal government. The project considered the new and existing technologies in tension reinforcement for concrete structures. These included dual phase steels, epoxy coated bars, fiber reinforced polymer bars and different forms of stainless steel. The resulting guidelines for long life bridges include the best practices from the Federal Highway Administration (FHWA) and other states, as well as, new practices and technologies that increase the life-cycle cost and longevity of highway structures. The cost of performance based concrete mixtures and reinforcing materials were considered in the evaluation of the alternative solutions. The value of using performance based specifications for concrete and corrosion resistant reinforcing steel or fiber reinforced polymers is shown to be both cost efficient and environmentally sound policy. Designing concrete with low permeability and moderate shrinkage prevents the ingress of deleterious ions and moisture. The suggested changes to the Utah Department of Transportation specifications are noted in the appendices
KW - Bridge design
KW - Concrete structures
KW - Corrosion resistance
KW - Durability
KW - Life cycle costing
KW - Reinforced concrete
KW - Reinforcement (Engineering)
KW - Service life
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=30913
UR - https://trid.trb.org/view/1243732
ER -
TY - RPRT
AN - 01359650
AU - Nixon, Julie L
AU - Stevenson, Courtney
AU - Yeh, Michelle
AU - Bartinique, Ingrid
AU - Research and Innovative Technology Administration
AU - Federal Motor Carrier Safety Administration
TI - A Preliminary Review of English Proficiency and Safe Commercial Vehicle Operation
PY - 2008/07//Final Report
SP - 113p
AB - Under sponsorship from the U.S. Department of Transportation Federal Motor Carrier Safety Administration, Office of Bus and Truck Standards and Operations, the John A. Volpe National Transportation Systems Center performed a preliminary research study designed to review English proficiency in relation to safe CMV operation. The study endeavored to learn: 1) The tasks commercial motor vehicle (CMV) drivers perform that require language comprehension in the interest of safety. 2) The extent to which selected Federal and State enforcement personnel, motor carrier industry groups, individual motor carriers and drivers, State driver licensing agencies and highway departments, and highway safety advocacy groups believe that English language proficiency is necessary for the safe operation of trucks and buses by CMV drivers. 3) How these stakeholders interpret the current Federal Motor Carrier Safety Administration (FMCSA) rule concerning English-language proficiency, and how they believe that a driver’s level of English proficiency could be assessed in the licensure and hiring processes, in the daily work environment, and during roadside inspections. 4) Whether stakeholder groups believe that the English-language standard, as currently written, can be applied in a fair and uniform manner. This study took a three-pronged approach of examining available data, observing commercial motor vehicle drivers during their regular schedules, and interviewing a wide range of stakeholders.
KW - Commercial Driver'S License Program
KW - Commercial drivers
KW - Crashes
KW - English language
KW - Highway safety
KW - Motor carriers
KW - Proficiency
UR - http://ntl.bts.gov/lib/42000/42700/42777/FMCSA-RRR-11-006.pdf
UR - https://trid.trb.org/view/1125657
ER -
TY - RPRT
AN - 01342878
AU - Volpe National Transportation Systems Center
AU - Research and Innovative Technology Administration
AU - Federal Highway Administration
TI - Key Practices for Implementing Geospatial Technologies for a Planning and Environment Linkages (PEL) Approach
PY - 2008/07
SP - 24p
AB - This report presents three case studies that illustrate how geographic information systems (GIS) have been used to implement the Federal Highway Administration’s (FHWA) Planning and Environment Linkages (PEL) approach. The PEL approach provides information and tools to help agencies integrate consideration of environmental factors into transportation planning. PEL represents an approach to transportation decision-making that considers environmental, community, and economic goals early in the planning stage and carries them through project development, design, and construction. This can lead to a seamless decision-making process that minimizes duplication of effort, promotes environmental stewardship, and reduces delays in project implementation. This report identifies some effective uses of GIS to support the goals of PEL and will be helpful to transportation and resource agencies considering applying GIS to implement PEL.
KW - Case studies
KW - Community involvement
KW - Decision making
KW - Economic impacts
KW - Environmental impacts
KW - Environmental policy
KW - Environmental stewardship
KW - Geographic information systems
KW - Implementation
KW - Land use planning
KW - Plan implementation
KW - Transportation planning
UR - http://ntl.bts.gov/lib/36000/36100/36145/geospatialPEL.pdf
UR - https://trid.trb.org/view/1104494
ER -
TY - RPRT
AN - 01342264
AU - Snethen, Donald R
AU - Miller, Gerald A
AU - Cerato, Amy B
AU - Oklahoma State University, Stillwater
AU - University of Oklahoma, Norman
AU - Oklahoma Department of Transportation
AU - Federal Highway Administration
TI - Evaluation and Field Verification of Strength and Structural Improvement of Chemically Stabilized Subgrade Soil
PY - 2008/07//Final Report
SP - 247p
AB - Often subgrade soils exhibit properties, particularly strength and/or volume change properties that limit their performance as a support element for pavements. Typical problems include shrink-swell, settlement, collapse, erosion or simply insufficient strength. A common approach to subgrade soil support or stability problems involves chemical modification or stabilization with additives such as lime (hydrated or quick), fly ash (Class C from lignite coal), cement kiln dust (CKD) or Portland cement. Other additives are available, but this group constitutes the major products or by-products used on roadway construction in Oklahoma. The type and amount of chemical additive is dependent on the purpose or function of the treated material (i.e., improved physical properties or improved strength) and selection is based on accepted or standardized procedures. Questions then arise with regard to chemically treated subgrade soils about the rate of development and ultimate value of improvement. The purpose of this research is to develop relationships between rate of development and magnitude of strength (or physical property) improvement for chemically treated subgrade soils. The research project involved laboratory and field studies of the influence of cementitious additives on the strength and structural improvement of stabilized subgrade soils. Laboratory tests for measuring strength and structural improvement (e.g. UCS and MR) were conducted on field mixed treated soils and laboratory mixed treated and untreated soil samples. UCS and MR tests were conducted on samples varying curing time (field and laboratory mixed) and percent additive used (laboratory mixed). A series of field tests (Nuclear w-γ, stiffness gauge, portable FWD, Dynamic Cone Pentrometer, and PANDA Pentrometer) were conducted at five field test sites on the untreated subgrade soils and on the treated subgrade soil with curing time as allowed by the construction schedule. The research project collected a large volume of both laboratory and field data which are summarized in the appendixes (5) to this report.
KW - Additives
KW - Chemical stabilization
KW - Evaluation and assessment
KW - Field studies
KW - Soil stabilization
KW - Soil structure
KW - Strength of materials
KW - Subgrade (Pavements)
KW - Subgrade materials
UR - http://www.okladot.state.ok.us/hqdiv/p-r-div/spr-rip/library/reports/fhwa-ok0801.pdf
UR - https://trid.trb.org/view/1103960
ER -
TY - RPRT
AN - 01162962
AU - Intercity Transit
AU - Research and Innovative Technology Administration
TI - Intercity Transit: ITS Deployment Program Grant July 17, 2008 Local Evaluation Report. FY 2005
PY - 2008/07
SP - 22p
AB - n April 2003, Intercity Transit, in Olympia, Washington, embarked on a project to improve its radio communications capabilities and add appropriate advanced transit technologies to assist in the management of its fixed route and Dial-A-Lift (Paratransit) operations and to enhance passenger services. Following a needs assessment study, which considered Intercity Transits needs and required elements of the Thurston County Regional ITS Architecture, and the development of a project plan, a technical specification was developed for the procurement of an Advanced Communication System (ACS). Proposals were solicited, evaluated, and a contract executed with Orbital TMS in August 2005 for the implementation of the ACS. The system, which included an updated and expanded radio communications infrastructure and comprehensive CAD/AVL and Smart Bus technologies was implemented, installed, and tested, and subsequently accepted by Intercity Transit in September 2007.
KW - Bus transportation
KW - Communication systems
KW - Intelligent transportation systems
KW - Intercity transportation
KW - Passenger traffic
KW - Public transit
KW - Transit operating agencies
UR - http://ntl.bts.gov/lib/30000/30600/30643/14457.pdf
UR - https://trid.trb.org/view/920685
ER -
TY - RPRT
AN - 01159999
AU - Muhunthan, Balasingam
AU - Sariosseiri, Farid
AU - Washington State University, Pullman
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - Interpretation of Geotechnical Properties of Cement Treated Soils
PY - 2008/07//Final Report
SP - 155p
AB - One of the most pressing needs for research in the geotechnical area is on the issue of the use of marginal soils (e.g. silts, soft rock, etc.) for fills and as backfill material for walls and bridge abutments. The lack of availability of higher quality materials and the added costs for these materials will eventually force engineers to use marginal soils when in the past these marginal soils were replaced with materials of better quality. Often however, high water content and low workability of these soils pose difficulties for construction projects. Frequently, additives such as lime, cement, fly ash, lime-cement-fly ash admixture, cement kiln dust, emulsified asphalt, Geofiber, and polymer stabilizers are used to improve their engineering properties. The choice and effectiveness of an additive depends on the type of soil and its field conditions. Nevertheless knowledge of mechanistic behavior of treated soil is equally important as selecting the stabilizer. This study first presents a critical examination of the use of various additives on soil improvement projects. It then presents a comprehensive examination of the effectiveness of cement treatment on geotechnical properties of soils from Aberdeen, Everett, and Palouse regions from the state of Washington. The addition of cement was found to improve the drying rate, workability and compaction characteristics of the soils. Significant improvement in unconfined compressive strength and modulus of elasticity are attained by cement treatment of these soils. Results of undrained triaxial tests showed that while cement treatment improved shear strength significantly, the type of failure behavior varied greatly. Non-treated, 5%, and 10% cement treated soils displayed ductile, planar, and splitting type of failure, respectively. For 10% cement treated soils pore pressures rose rapidly to confining pressures resulting in zero effective confining pressure at failure. Consequently, specimens split vertically. Therefore, while increase in strength can be achieved by cement treatment, high percentages of cement should be used with extreme caution in field applications. The results of triaxial tests on Aberdeen soil were interpreted using the critical state framework. As a result of cement treatment interlocking increased, critical state friction remained constant and soils displayed anisotropic behavior. The anisotropic model presented by Muhunthan and Masad (1997) was used to predict the undrained stress path. A combination of this model with extended Griffith theory can be used to predict the complete shear behavior of cement treated soil in q-p΄ space. The main contributions of this study to practice are on quantifying improvement in mechanical behavior due to cement treatment and highlighting the fact that higher percentages of cement could turn stabilization from beneficial to an extremely dangerous practice.
KW - Backfill soils
KW - Cement treated soils
KW - Fillers (Materials)
KW - Geotechnical engineering
KW - Shear strength
UR - http://www.wsdot.wa.gov/research/reports/fullreports/715.1.pdf
UR - http://ntl.bts.gov/lib/56000/56100/56168/WA-715.1.PDF
UR - https://trid.trb.org/view/920487
ER -
TY - SER
AN - 01156904
JO - Research Results
PB - Federal Railroad Administration
AU - Maal, Luis I
AU - Federal Railroad Administration
TI - Electrochemical Fatigue Sensor Demonstration on the Steel Bridge at the FAST
PY - 2008/07
SP - 4p
AB - Engineers from Transportation Technology Center, Inc. (TTCI) and Material Technologies, Inc. (MATECH) recently demonstrated a new nondestructive evaluation technology on the steel bridge at the Facility for Accelerated Service Testing (FAST) in Pueblo, Colorado. The system demonstrated is called the Electrochemical Fatigue Sensor (EFS) and is part of the AAR’s Strategic Research Initiatives Program, with support from the Federal Railroad Administration. The system demonstration was used to detect growth activity in 13 cracks in the bridge. Observations showed that the EFS system can be readily set up for testing on a railroad bridge. At this point, the EFS system simply indicates the presence or absence of crack growth activity. Due to the step-like character of crack growth in this test bridge, a short-term measurement during a dormant period might miss crack growth that could resume in the future [Ref. 1, 2]. Further development work is progressing on two issues: (1) to calibrate the system to provide a growth rate, rather than simply indicating whether or not there is growth activity and (2) develop long-term monitoring capabilities to determine average growth rates over extended periods of time. With the accomplishment of these further developments, the EFS could become a viable tool for use in railroad applications that help prioritize and verify the success of maintenance and replacement work.
KW - Electrochemical processes
KW - Facility for Accelerated Service Testing
KW - Fatigue cracking
KW - Inspection
KW - Nondestructive tests
KW - Railroad bridges
KW - Steel bridges
UR - http://ntl.bts.gov/lib/42000/42800/42893/rr0812.pdf
UR - https://trid.trb.org/view/917703
ER -
TY - SER
AN - 01156884
JO - Research Results
PB - Federal Railroad Administration
AU - Plotkin, Donald
AU - Sussmann, Ted
AU - Federal Railroad Administration
TI - Slab Track Test and Demonstration for Shared Freight and High-Speed Passenger Service
PY - 2008/07
SP - 4p
AB - As part of the Next Generation High Speed Rail Program, two types of concrete slab track were tested to determine their ability to retain the exacting track geometry tolerances required for high speed rail operations while also withstanding the high axle loads of main line freight service. These two designs were proposed options for locations where future high speed passenger service may need to share track with heavy freight service, particularly in urban areas where available rights-of-way are limited and where access for maintenance may be difficult. The test and demonstration was conducted at the Transportation Technology Center (TTC) near Pueblo, CO, from July 2003 to July 2006, as a cooperative effort between the Federal Railroad Administration (FRA) and the Portland Cement Association (PCA). The demonstration section was 500 feet long, with 250 feet of direct fixation slab track (DFST) and 250 feet of independent dual block track (IDBT). During the test and demonstration, a train with 39-ton axle loads was run repeatedly over the two concrete slab track sections. Over 3 years, a total of 170 million gross tons (MGT) of traffic was accumulated. Various measurements taken during and at the end of the demonstration indicated that FRA Class-9 track geometry tolerances (the highest track class, for speeds up to 200 mph) were successfully retained. In addition, no signs of structural distress appeared.
KW - Axle loads
KW - Concrete slab track
KW - High speed rail
KW - High speed track
KW - Performance
KW - Testing
UR - http://ntl.bts.gov/lib/42000/42800/42879/rr0803.pdf
UR - https://trid.trb.org/view/917718
ER -
TY - RPRT
AN - 01153626
AU - Koon, Leann A F
AU - Western Transportation Institute
AU - California Department of Transportation
AU - Research and Innovative Technology Administration
TI - Western States Rural Transportation Technology Implementers Forum: Review of 2008 Meeting
PY - 2008/07//Draft
SP - 44p
AB - The purpose of this review is to document the 2008 Western States Rural Transportation Technology Implementers Forum (WSRTTIF): how and why it was planned, how the forum went, lessons learned and recommendations for the future. The concept of WSRTTIF originated through the rural California/Oregon Advanced Transportation Systems (COATS) partnership. This partnership, initiated in 1998 by the California and Oregon Departments of Transportation with support from the Western Transportation Institute (WTI), has sought to advance the implementation of intelligent transportation systems (ITS) to meet transportation challenges in rural areas. COATS has consisted of three major phases: COATS ITS Strategic Deployment Plan (1998-2001); COATS Showcase (2001-2006); and COATS Phase 3 (2005-present).
KW - Conferences
KW - Intelligent transportation systems
KW - Lessons learned
KW - Recommendations
KW - Rural transportation
KW - Technological innovations
KW - Western States
UR - http://www.westerntransportationinstitute.org/documents/reports/4W1523_Final_Report.pdf
UR - https://trid.trb.org/view/915031
ER -
TY - RPRT
AN - 01142519
AU - Association of American Railroads
AU - Federal Railroad Administration
TI - Rail Profile Grinding on High-Hardness Premium Rail at the Facility for Accelerated Service Testing
PY - 2008/07//Research Results
SP - 5p
AB - Since 2003, Transportation Technology Center, Inc. (TTCI) has been evaluating the effects of rail grinding on the performance of high-hardness premium rail at the Facility for Accelerated Service Testing (FAST). A 6-degree test curve is divided into three test sections, representing two different grinding practices, as well as unground rail. There are three types of rail in each section two of approximately 395 Brinell hardness number (Bhn) and one approximately 370 Bhn. By the spring of 2007, 515 million gross tons (MGT) of traffic had accumulated on the rails. The following results, which are typical at FAST (revenue service conditions may differ), provide insights into the effects of wheel/rail contact conditions and rail mechanical properties on rail performance. State-of-the-art, high-hardness rail required little or no grinding. Unground rail developed only minor, isolated rolling contact fatigue (RCF), and had no internal railhead defects. Because wheels on the test train at FAST tend to wear to a shape conformal with the rail, and the gage face of the high rail and the top of the low rail are lubricated, contact stresses remained acceptable throughout the test. Compared to the unground rail, total metal loss in the preventive grinding zone was approximately 77-percent higher on the high rail and approximately 240-percent higher on the low rail. The metal removed by preventive grinding was the primary reason for the increase; wear rates were similar. The 370 Bhn rail wore and deformed more than the 395 Bhn rails. The difference in wear was approximately 15 percent on the high rail. A profile intended to produce higher contact stresses resulted in more RCF, but the RCF was not severe. There is much less RCF on the low rail of the lubricated 6-degree curve, than there is on the low rail of the unlubricated 5-degree curve at FAST. Unrelated to rail grinding tests, there were six rail breaks originating at base defects in the 395 Bhn test rails. No breaks were found in the 370 Bhn rail.
KW - Accelerated tests
KW - Facility for Accelerated Service Testing
KW - Fatigue (Mechanics)
KW - Hardness
KW - Million gross tons
KW - Rail grinding
KW - Railroad tracks
KW - Railroad transportation
KW - Rolling contact
UR - http://ntl.bts.gov/lib/42000/42800/42899/rr0819.pdf
UR - https://trid.trb.org/view/902886
ER -
TY - SER
AN - 01142089
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Lange, David A
AU - Struble, Leslie J
AU - Dambrosia, Matthew D
AU - Shen, Lin
AU - Tejeda-Dominguez, Fernando
AU - Birch, Benjamin F
AU - Brinks, Andrew J
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Performance and Acceptance of Self-Consolidating Concrete: Final
Report
PY - 2008/07//Final Report
IS - 08-020
SP - 36p
AB - Self-consolidating concrete (SCC) is an important emerging material that can be used for many applications related to transportation infrastructure. SCC has an advantage over conventional concrete in that it can be easily placed without vibration or mechanical consolidation. The project was initiated to better understand how SCC performs in fresh and hardened states and to provide engineers involved in writing specifications and test procedures protocols and associated acceptance criteria to deliver successful SCC mixtures and construction practices that ensure acceptable material properties. This research project was conducted from July 2004 to June 2007. The extensive re-construction of I-74 through Peoria, IL underway during this timeframe used SCC for over 20 miles of retaining wall structures. The research served as a partnership between engineers involved in the Peoria project and the research team at the University of Illinois. This final report serves as a summary of five MS theses and Ph.D. dissertations produced by the UIUC team [1- 5]. In partnership with IDOT BMPR, the project contributed to six new test methods for measurement of SCC performance [6-10].
KW - Acceptance
KW - Concrete hardening
KW - Concrete placing
KW - Fresh concrete
KW - Performance
KW - Self compacting concrete
UR - http://ntl.bts.gov/lib/31000/31000/31007/FHWA-ICT-08-020.pdf
UR - https://trid.trb.org/view/901784
ER -
TY - SER
AN - 01142058
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Beltemacchi, Peter
AU - Rohter, Laurence
AU - Selinksky, Jac
AU - Manning, Terry
AU - Illinois Institute of Technology
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Truckers’ Park/Rest Facility Study
PY - 2008/07//Final Report
IS - 08-018
SP - 49p
AB - This study examined the current state of truck parking and rest area facilities in the Northeast Illinois Region to determine if and how problems from truck parking affect freight transportation infrastructure, safety, and the region’s economy and environment. A taxonomic study of truck traffic volume and truck parking availability was completed. Truck parking sites for this report comprise private and public sites. Interviews were conducted with state, county, municipal authorities, and truck drivers. The primary problems found involved two groups of truckers. One group is the independent, over-the-road drivers with Chicagoland deliveries and pickups. This group has fewer resources available for securing parking when needed. These truckers are responsible for much of the ‘nuisance’ parking in residential, retail, or manufacturing areas. The second group contributing to nuisance parking is local company drivers who park in areas designed for over-the-road truckers and access ramps. The consequences of nuisance parking include safety hazards, problematic environmental effects from emissions and toxins, and a diminished freight transportation system affecting the local economy. Recommendations are given. Solutions include: improving parking sites by creating additional parking for the drivers needing it; and re-using brownfield sites, underutilized retail and manufacturing parking areas, and seasonally affected sites to create additional parking. Communication of site availability via radio or other means is also proposed. Since the impacts and needs are diffused over the region, further study of both procedural, such as the development of design guides, and programmatic private and public solutions are proposed.
KW - Northeastern Illinois
KW - Parking facilities
KW - Roadside rest areas
KW - Truck drivers
KW - Trucking
KW - Trucks
UR - http://ntl.bts.gov/lib/31000/31000/31005/FHWA-ICT-08-018.pdf
UR - https://trid.trb.org/view/901791
ER -
TY - SER
AN - 01142051
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Peters, Scott
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Carbon Monoxide Screen for Signalized Intersections COSIM,
Version 3.0: Technical Documentation
PY - 2008/07
IS - 08-019
SP - 31p
AB - The Illinois Department of Transportation (IDOT) currently uses the computer screening model Illinois CO Screen for Intersection Modeling (COSIM) to estimate worst-case CO concentrations for proposed roadway projects affecting signalized intersections. The original model was developed as part of the Illinois Transportation Research Center (ITRC) research project IIIA-H1, FY 97, completed in October 1999. Modeled results from Version 1.0 and 1.1 of COSIM are based on the U.S. Environmental Protection Agency’s (USEPA) mobile source emission model, MOBILE5b, and roadway dispersion model, CAL3QHC v 2.0 (Larson, 1999). The second version of COSIM was released in 2003. Version 2.0 incorporated new emission factor (EF) tables developed using USEPA’s updated version of the MOBILE model called MOBILE6. In addition to updating the emission factors used in COSIM, pre-screen criteria for determining when COSIM needs to be used for a roadway project were developed and incorporated into COSIM as a Pre-Screen feature (Larson, 2003). In 2007, regulatory changes in the Illinois vehicle Inspection and Maintenance (I&M) program prompted the Illinois Environmental Protection Agency (IEPA) to recommend that IDOT update COSIM with new EF tables using the MOBILE6.2 model. Based on this recommendation, IDOT and the Illinois Center for Transportation (ICT) provided funding to update the COSIM model. As part of the update, IDOT also requested that the methodology used in creating the original Pre-Screen criteria be reevaluated and possibly revised based on the findings of the evaluation. This report provides technical documentation on the updates and revisions made to Version 3.0 of COSIM finalized in June 2008.
KW - Air quality management
KW - Carbon monoxide
KW - Computer program documentation
KW - COSIM (Computer Model)
KW - Exhaust gases
KW - Illinois
KW - Measuring instruments
KW - Signalized intersections
UR - http://ntl.bts.gov/lib/31000/31000/31006/FHWA-ICT-08-019.pdf
UR - https://trid.trb.org/view/901789
ER -
TY - RPRT
AN - 01138324
AU - Wierwille, Walter W
AU - Schaudt, W A
AU - Gupta, Santosh K
AU - Spaulding, Jeremy M
AU - Hanowski, Richard J
AU - Virginia Polytechnic Institute and State University, Blacksburg
AU - National Highway Traffic Safety Administration
TI - Development of a Performance Specification for Camera/Video Imaging Systems on Heavy Vehicles
PY - 2008/07//Final Report
SP - 56p
AB - This document provides revised final performance specifications for Camera/Video Imaging Systems (C/VISs) used in heavy vehicles. The specifications are based on a combination of analyses including driver needs and human factors, current and future video technology, systems analyses, focus groups, preliminary tests, and formal on-road tests. In these specifications C/VISs are divided into two categories: surrogates, which take the place of the essential side mirrors, and enhancements, which are all other applications. The specifications are written in three parts: an introductory section defining terms and stating general requirements, a section providing detailed specifications for two surrogate configuration concepts and nine enhancement concepts, and a section providing additional common detailed specifications. The specifications are intended to serve as a culmination of best approaches and practices for development of viable C/VISs. It is expected that if the specifications are followed, they will result in feasible and reasonably uniform implementation, thereby making the heavy vehicle driver's task more efficient.
KW - Cameras
KW - Freight transportation
KW - Heavy vehicles
KW - Monitoring
KW - Performance tests
KW - Specifications
KW - Traffic safety
KW - Trucking safety
KW - Video imaging detectors
KW - Visibility
UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/NRD/Multimedia/PDFs/Crash%20Avoidance/2008/810958.pdf
UR - https://trid.trb.org/view/898496
ER -
TY - RPRT
AN - 01135488
AU - OConnor, J T
AU - OBrien, W
AU - Sohn, Taehong
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Implementation of the Right-of-Way and Utility Adjustment Duration Planning (RUDI) Tool
PY - 2008/07
SP - 37p
AB - Constructing highway projects demands effective coordination among all disciplines involved in such projects. These projects require securing the approval of federal, state, and private agencies. Moreover, there are various pre-construction activities that need to be successfully completed in the planning and designing phase of a highway project. Right-of-way acquisition and utility adjustment are among such tasks that have been considered to be sensitive issues by the Texas Department of Transportation (TxDOT). TxDOT has focused on the successful completion of right-of-way acquisition and utility adjustment processes because these can help ensure the timely delivery of highway projects. Accurately forecasting the amount of time required for rightof- way acquisition and utility adjustment in the planning phase, in particular, has been considered one of the necessary skills of districts in TxDOT. However, making such forecasts for these processes is challenging and complex because it requires a sophisticated understanding of the numerous conditions involved in a highway project.
KW - Benefit cost analysis
KW - Highway projects
KW - Implementation
KW - Project management
KW - Research
KW - Right of way (Land)
KW - Texas
KW - Traffic control centers
KW - Traffic delays
KW - Traffic estimation
KW - Training
KW - Utility relocation
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4617_01_P1.pdf
UR - https://trid.trb.org/view/891771
ER -
TY - RPRT
AN - 01135485
AU - Kowalewski, R
AU - Young, P
AU - Research and Innovative Technology Administration
TI - Data-Driven Risk Models Could Help Target Pipeline Safety Inspections
PY - 2008/07
SP - 6p
AB - Federal safety agencies share a common problem--the need to target resources effectively to reduce risk. One way this targeting is commonly done is with a risk model that uses safety data along with expert judgment to identify and weight risk factors. In a joint effort, the U.S. Department of Transportations Bureau of Transportation Statistics (BTS) and Pipeline and Hazardous Materials Safety Administration (PHMSA) sought to develop a new statistical approach for modeling risk by letting the data weight the data by using the statistical relationships among the data, not expert opinion, to develop the weights.
KW - Data collection
KW - Hazardous materials
KW - Inspection
KW - Natural resources
KW - Pipeline safety
KW - Pipelines
KW - Risk assessment
KW - Safety
KW - Statistical analysis
UR - http://www.bts.gov/publications/bts_special_report/2008_010/index.html
UR - http://www.bts.gov/publications/special_reports_and_issue_briefs/special_report/2008_010/html/entire.html
UR - http://ntl.bts.gov/lib/35000/35400/35463/Dtaa_driven.pdf
UR - https://trid.trb.org/view/891718
ER -
TY - RPRT
AN - 01135459
AU - OConnor, J T
AU - OBrien, W
AU - Sohn, Taehong
AU - Azambuja, Marcelo
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Findings on Determining Durations of Right-of-Way Acquisition and Utility Adjustment on Highway Projects
PY - 2008/07
SP - 187p
AB - When planning and programming a transportation project for delivery to the traveling public, Districts have historically relied on little more than the experience of their Right-of-Way (R/W) staff to establish the durations of R/W acquisition and utility adjustment processes, and subsequently, the timing of project letting. This lack of an established methodology exposes the department to risk relating to economics and negative public opinion. Research Project 0-4617 has developed the Right of Way and Utility Adjustment Process Duration Information (RUDI) Tool with significant potential for improving the departments ability to forecast the date of R/W and utility adjustment clearance. In order to provide the department with a decision-making instrument for enhancing project development and delivery processes, RUDIs ease of use, utility in highway project planning, and accuracy were evaluated. In addition, the application methods of RUDI in project development and planning processes were documented and a RUDI training guide was developed for tool implementation and evaluation. Moreover, 42 key drivers that may affect durations of R/W acquisition and utility adjustment were identified and assessed in terms of importance. Suggestions and recommendations for further research into improvements of the RUDI system were also gathered.
KW - Benefit cost analysis
KW - Highway projects
KW - Project management
KW - Right of way (Land)
KW - Texas
KW - Traffic control centers
KW - Traffic delays
KW - Traffic estimation
KW - Training
KW - Utility relocation
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4617_01_1.pdf
UR - https://trid.trb.org/view/891767
ER -
TY - RPRT
AN - 01135170
AU - Federal Highway Administration
TI - Monthly Motor Fuel Report by States, February 2008
PY - 2008/07
SP - 13P
AB - Based on reports of 39 Entities, gasoline consumption for January - February 2008 changed by 0.2 percent compared to the same period in 2007. The gasoline volume shown in this report is a cumulative tabulation of gross volume reported by wholesale distributors to State motor fuel tax agencies. It includes highway use, nonhighway use and losses. There is a lag of up to 6 weeks between the wholesale transactions reported and retail sales to consumers. Travel trends are reported monthly in Traffic Volume Trends based on actual traffic counts at permanent traffic recorders operated by the State highway agencies and reflect highway use of fuel. The vehicle-miles reported include all vehicles, regardless of fuel type. While data in both reports reflect changes in trends, large monthly changes can be caused by exceptional weather conditions, variations in timing of holidays, or processing delays.
KW - Energy conservation
KW - Energy consumption
KW - Fuel taxes
KW - Gasoline
KW - Motor fuels
KW - Traffic delays
KW - Traffic distribution
KW - Traffic volume
KW - Weather conditions
KW - Wholesale trade
UR - https://trid.trb.org/view/894305
ER -
TY - RPRT
AN - 01134883
AU - Federal Transit Administration
TI - Northwest Corridor, LRT Line to Irving/DFW Airport : environmental impact statement
PY - 2008/07//Volumes held: Draft, Draft AppendixC(fol), Final, Final AppendixC(fol)
KW - Environmental impact statements
KW - Texas
UR - https://trid.trb.org/view/895633
ER -
TY - RPRT
AN - 01129965
AU - Won, Moon C
AU - Medina-Chavez, Cesar Ivan
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Analysis of Continuously Reinforced Concrete Pavement Behavior Using Information in the Rigid Pavement Database
PY - 2008/07//Technical Report
SP - 136p
AB - Microscopic behavior and distress types in continuously reinforced concrete pavement (CRCP) were investigated using the information in the Texas Department of Transportation's (TxDOT’s) rigid pavement database. Crack width behavior was evaluated using the information from two test sections. Transverse crack width decreased over time, which is quite contrary to what’s been accepted as a general crack width behavior in CRCP. The reason for this decrease is not known. Concrete temperature has a dominant effect on the crack width behavior. Most of the time, CRCP slabs exhibit flexural behavior at transverse cracks due to temperature variations through the depth. The neutral axis for crack width variations appears to exist below the mid-depth. Two major distress types were observed in the field: horizontal cracking induced distress and edge punchouts. Even though the mechanisms for the two distress types are different, the appearance of the two distresses could be quite similar. The mechanism of horizontal cracking appears to be curling of the concrete slab, caused by large temperature variations in the upper portion of the concrete slab. Large coefficient of thermal expansion and modulus of elasticity of concrete, and temperature variations appear to be causing this distress. Transverse crack spacing or concrete temperature does not appear to have substantial effects on load transfer efficiency (LTE) in CRCP. The insensitivity of LTE to temperature is different from the behavior of Jointed Concrete Pavement (JCP). In JCP, LTE at a transverse joint is quite sensitive to concrete temperatures. Crack widths get larger with lower temperatures, which should result in lower LTEs. However, field evaluations indicate almost constant LTEs evaluated in the summer and in the winter. Also, transverse crack spacing does not appear to have substantial effects on slab deflections. Based on the findings, it appears that LTE, as in the current form, is not a good indicator for structural condition of CRCP. Efforts should be made to clarify the effects of transverse crack spacing on CRCP performance.
KW - Coefficient of thermal expansion
KW - Continuously reinforced concrete pavements
KW - Crack spacing
KW - Crack width
KW - Horizontal cracking
KW - Load transfer
KW - Load transfer efficiency
KW - Modulus of elasticity
KW - Pavement distress
KW - Punchouts
KW - Temperature
KW - Test sections
KW - Transverse cracking
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5445_2.pdf
UR - https://trid.trb.org/view/890433
ER -
TY - RPRT
AN - 01129629
AU - Mallela, Jagannath
AU - Titus-Glover, Leslie
AU - Singh, Ajay
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 1: HMA Overlays of Existing HMA and Composite Pavements
PY - 2008/07//Final Report
SP - 281p
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. This volume (Volume I) of the report deals with this main study focus area. During the course of the study, an additional focus area was added to the project to investigate the impact of completely milling off existing HMA layers in composite pavement systems on unbonded overlay design. Volume II of this report deals with impact of milling on unbonded overlays. This report describes the structural evaluation of individual flexible and composite pavement projects located at different sites throughout Ohio, as well as an analysis of the evaluation results to develop enhancements to the ODOT HMA overlay design procedure as needed. The report presents detailed descriptions of the projects evaluated, field testing procedures employed, procedures adopted for analyzing field testing data and other data collected, structural evaluation results, analysis of results, and recommendations for improvements of the current ODOT overlay design procedure.
KW - Bituminous overlays
KW - Composite pavements
KW - Field tests
KW - Flexible pavements
KW - Hot mix asphalt
KW - Ohio
KW - Pavement design
KW - Pavement structural evaluation
UR - http://www.dot.state.oh.us/Divisions/TransSysDev/Research/reportsandplans/Documents/2008/SJN%20134226%20Final%20Report%20Volume%201%20of%202.pdf
UR - https://trid.trb.org/view/889672
ER -
TY - RPRT
AN - 01128367
AU - Medina-Chavez, Cesar Ivan
AU - Choi, Seongcheol
AU - Won, Moon C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Concrete Pavement Overlays and Failure Mechanisms
PY - 2008/07//Technical Report
SP - 51p
AB - This is the second technical report that describes a series of tasks performed under Texas Department of Transportation (TxDOT) Project 0-4893. The main objectives of this document are to: (1) present the findings of the assessment of various asphalt concrete overlay (ACO) projects built in the Bryan, Fort Worth, and Dallas districts; (2) show the results of the instrumentation of a bonded concrete overlay (BCO) section located in Houston, Texas, where debonding of the overlay was measured and discussed; and (3) evaluate a life cycle cost analysis (LCCA) program and make recommendations for its use in future overlay projects.
KW - Bituminous overlays
KW - Bonded concrete overlays
KW - Bryan (Texas)
KW - Concrete overlays
KW - Concrete pavements
KW - Dallas (Texas)
KW - Debonding
KW - Failure analysis
KW - Fort Worth (Texas)
KW - Houston (Texas)
KW - Life cycle costing
KW - Overlays (Pavements)
KW - Recommendations
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4893_2.pdf
UR - https://trid.trb.org/view/888854
ER -
TY - RPRT
AN - 01126410
AU - Bullough, John D
AU - Skinner, Nicholas P
AU - O'Rourke, Conan P
AU - Rensselaer Polytechnic Institute
AU - New York State Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of New Reflective Materials for Overhead Highway Signage
PY - 2008/07//Final Report
SP - 52p
AB - Unlighted highway signs using newly developed retroreflective materials were installed along the Gowanus Expressway. Photometric measurements of the signs were used to assess the visibility of the signs using the relative visual performance model. The calculated visibility of the unlighted signs was similar to that of a lighted sign conforming to present recommendations for exterior sign lighting. The results of a series of subjective observations of sign contrast suggest that individuals can see differences in sign appearance that could have little or no impact on visual performance.
KW - Overhead traffic signs
KW - Retroreflectivity
KW - Unlighted overhead signs
KW - Visibility
UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-05-08%20Reflective%20Materials_July%202008_0.pdf
UR - http://ntl.bts.gov/lib/30000/30900/30959/C-05-08_Reflective_Materials_July_2008_0_1_.pdf
UR - https://trid.trb.org/view/886694
ER -
TY - RPRT
AN - 01126232
AU - Abacus Associates
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Customer Satisfaction: Survey of Missouri Adults
PY - 2008/07//Final Report
SP - 90p
AB - This survey populates data for five customer satisfaction measures for the Missouri Department of Transportation (MoDOT) Tracker areas designated 5a, 12j, 13c, 17d and 18b. The survey also asks other evaluative and priority questions that measure the public’s support for various ways of raising and appropriating revenue for transportation. Using previous annual surveys as a baseline, the investigators collaborated with MoDOT to finalize the survey questions to be asked. A professional calling center was contracted to obtain a representative sample of each of the 10 MoDOT Districts, with a minimum of 350 respondents per District. Potential respondents were contacted through random digit dialing (RDD) from May 12 through May 23. The participation rate (completed interviews over the total number completed, refused, and terminated interviews) was 36 percent. A total of 3,500 interviews were completed for the study.
KW - Customer satisfaction
KW - Decision making
KW - Financing
KW - Interviewing
KW - Missouri Department of Transportation
KW - Planning
KW - Surveys
UR - http://library.modot.mo.gov/RDT/reports/Ri07007/or09002.pdf
UR - http://ntl.bts.gov/lib/30000/30600/30663/or09002.pdf
UR - https://trid.trb.org/view/887436
ER -
TY - RPRT
AN - 01124745
AU - O'Connor, James T
AU - O'Brien, William
AU - Sohn, Taehong
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Right-of-Way Acquisition and Utility Adjustment Process Duration Information Tool (RUDI) User Guide
PY - 2008/07
SP - 37p
AB - RUDI is a Right of Way Acquisition and Utility Adjustment Process Duration Information Tool. RUDI was developed to assist project planning by supporting estimates of Right-of-Way (R/W) and utility adjustment durations for new Texas Department of Transportation projects and by validating assumptions on existing projects. RUDI is quick and easy to use. It provides a historical basis for R/W acquisition and utility adjustment duration estimates as well as supporting users’ judgment for decision making about duration estimates. This report is a User Guide for RUDI.
KW - Implementation
KW - Property acquisition
KW - Right of way (Land)
KW - Software
KW - User guides (Software)
KW - Utility adjustment (Road construction)
UR - http://www.utexas.edu/research/ctr/pdf_reports/5_4617_01_P1.pdf
UR - https://trid.trb.org/view/886035
ER -
TY - RPRT
AN - 01122991
AU - Peng, Zhong-Ren
AU - Lynde, Eric
AU - Chen, Wei-Ya
AU - Midwest Regional University Transportation Center
AU - Wisconsin Department of Transportation
AU - Research and Innovative Technology Administration
TI - Improving Service Restoration Using Automatic Vehicle Location
PY - 2008/07//Final Report
SP - 57p
AB - This study investigates important issues in transit service reliability, namely large service gaps and bus bunching. Using automatic vehicle location (AVL) data from the Route 20 – Madison bus route of the Chicago Transit Authority (CTA), the primary focus is on identifying and establishing conditions that indicate a large service gap is imminent. In addition, the spatial and temporal patterns of large service gaps along the route are illustrated, along with the degree to which large gaps and bunching propagate down the route. Recommendations for improving the service restoration approach at the CTA are also presented based on the AVL data analyses, field observations at the CTA, and interviews with key members of large transit agencies across the United States. Among the recommendations is the implementation of a flag system, which notifies control center personnel that a large service gap is likely to occur so that preventive action can be taken.
KW - Automatic vehicle location
KW - Bunching
KW - Bus transit operations
KW - Chicago Transit Authority
KW - Gaps in service
KW - Service reliability
KW - Service restoration
KW - Transit control centers
KW - Transit service
UR - http://www.mrutc.org/research/0809/08-09_FR.pdf
UR - https://trid.trb.org/view/884618
ER -
TY - RPRT
AN - 01122742
AU - Easter Seals Project ACTION
AU - Federal Transit Administration
TI - The Road More Traveled - A Journey to Accessible Transportation
PY - 2008/07
SP - 44p
AB - Read and celebrate the history of accessible public transportation Online. Easter Seals Project ACTION celebrates its 20th anniversary with the publication of The Road More Traveled - A Journey to Accessible Transportation. This book is about the journey of collaboration to achieve full access to transportation; it is about securing independence for people with disabilities through Accessible Transportation in Our Nation.
KW - Accessibility
KW - Cooperation
KW - Easter Seals Project ACTION
KW - History
KW - Persons with disabilities
KW - Public transit
KW - Transportation disadvantaged persons
UR - https://trid.trb.org/view/884253
ER -
TY - RPRT
AN - 01121953
AU - Dahm, Brian C
AU - Burns, Ned
AU - Carrasquillo, Ramon L
AU - Fowler, David W
AU - Whitney, David P
AU - Shoemaker, Christopher
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Comprehensive Report on the Long-Term Behavior of High Performance Concrete Bridges in Texas
PY - 2008/07//Technical Report
SP - 323p
AB - In 1993 the Federal Highway Administration (FHWA) began a program to build high performance concrete (HPC) bridges in the United States. As part of this program, two HPC bridges were built in Texas. The Louetta Road Overpass on Texas State Highway 249 near Houston, TX—commonly referred to as the Louetta Road Overpass or more simply the Louetta bridges—was opened to traffic in May 1998. The North Concho River/US 87/South Orient Railroad Overpass on US 67 in San Angelo, TX—commonly referred to as the San Angelo bridges—was opened to traffic in January 1998. This report discusses the findings and refinements in methods for the early performance stages and long-term monitoring of the Texas HPC bridges, the Louetta Road Overpass, and San Angelo bridges, since 1999.
KW - Concrete bridges
KW - High performance concrete
KW - Long term performance
KW - Monitoring
KW - Texas
UR - http://www.utexas.edu/research/ctr/pdf_reports/7_2941_5.pdf
UR - https://trid.trb.org/view/884098
ER -
TY - RPRT
AN - 01120576
AU - National Highway Traffic Safety Administration
TI - National Motor Vehicle Crash Causation Survey: Report to Congress
PY - 2008/07
SP - 47p
AB - Understanding the events leading up to a motor vehicle crash is crucial in preventing the crash from occurring in the first place. With that objective, the U.S. Congress authorized the National Highway Traffic Safety Administration (NHTSA) of the U. S. Department of Transportation to conduct a National Motor Vehicle Crash Causation Survey (NMVCCS). NHTSA’s National Center for Statistics and Analysis (NCSA) has completed a nationwide survey of crashes involving light passenger vehicles, with a focus on the factors related to pre-crash events – a survey of critical importance to the stakeholders in traffic safety. A sound methodology, which has been reviewed by a panel of experts, was used for this purpose. A nationally representative sample of crashes was investigated from 2005 to 2007. The data collected through the investigated crashes will better equip NHTSA and other safety advocates to evaluate and develop vehicle-related crash avoidance technologies. NMVCCS investigated a total of 6,950 crashes during the 3-year period from January 2005 to December 2007. However, this report uses a nationally representative sample of 5,471 crashes that were investigated during a 2 ½- year period from July 3, 2005, to December 31, 2007. The remaining 1,479 crashes were investigated but were not used in this report. However, the data from the 1,479 crashes are still suitable for clinical, case-by-case evaluations and will be part of the file that will be released for the public use. Each investigated crash involved at least one light passenger vehicle that was towed due to damage. Data were collected on at least 600 data elements 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 (EDR) data, when available. This additional information will be vital to researchers seeking to perform in-depth clinical reviews of crashes.
KW - Automobiles
KW - Crash causes
KW - Crashes
KW - Data collection
KW - Data elements
KW - In-depth accident investigation
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/811059.pdf
UR - https://trid.trb.org/view/880434
ER -
TY - SER
AN - 01120543
JO - NHTS Brief
PB - Federal Highway Administration
AU - Federal Highway Administration
TI - National Household Travel Survey: Working At Home - The Quiet Revolution
PY - 2008/07
SP - 2p
AB - Many workers dream of working at home, to replace stressful commutes, save time and gas money, and help the environment. Because of electronic communication and increased acceptance in professional occupations, productive and seamless telecommuting is becoming a more feasible option for employers and workers. As a result, the number of workers who work at home is on the rise. The 2001 NHTS shows that 10.4 million workers telecommuted at least occasionally (at minimum, once in the past two months) instead of traveling to their normal workplace. Telecommuters have much longer commutes than average – in 2001 their one-way distance to work was 17.4 miles compared to 12.1 for all workers. The 2001 NHTS data indicate that the most likely candidates for telecommuting are workers in technical, professional and sales/service fields of employment. Interestingly, more than twice as many older workers (65 and over) report that they work from home in 2001 as compared to 1995. Due to the greater average commute distance for telecommuters, the savings in gas consumption for the days that they do not go in to work is nearly 18 million gallons. Working at home benefits workers, who save time and money, and benefits the greater society in reduced congestion, saved fuel, and better air quality.
KW - Air quality
KW - Benefits
KW - Demographics
KW - Fuel conservation
KW - Savings
KW - Telecommuting
KW - Time
KW - Travel surveys
KW - Trip length
UR - http://nhts.ornl.gov/briefs/Working%20at%20Home.pdf
UR - https://trid.trb.org/view/879127
ER -
TY - RPRT
AN - 01120531
AU - Done, Robert S
AU - Data Methods Corporation
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of the Integration of CVISN at the Nogales Port of Entry
PY - 2008/07//Final Report
SP - 34p
AB - In 1995, the U.S. Congress directed the Federal Highway Administration to describe how and when it would design, deploy, and maintain a commercial vehicle information system network (CVISN). The CVISN conceptualization focused on inspections and safety ratings, out-of-service orders and registration denials, objectives and constraints, and data collection and use. The three CVISN operation capabilities are safety information exchange, credentials administration, and electronic screening. A Level 1 implementation results in basic operation functionality in these three functional areas. A Level 2 implementation results in advanced operation functionality in these three areas. Using data collected by commercial vehicle inspection officers in Arizona, this study evaluates the integration of CVISN at the Nogales port of entry and identifies opportunities for improving operation effectiveness in the future. The study analyzed commercial vehicle port entries and clearance rates from 2005 to 2007 with CVISN. The results indicate that the cost efficiencies of the port's inspection booths could potentially be improved by roughly 30% under the current conditions at the site.
KW - Automated clearance
KW - Commercial vehicle operations
KW - CVISN (Program)
KW - Evaluation
KW - Nogales (Arizona)
KW - Ports of entry
KW - Trucking
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ535(2).pdf
UR - https://trid.trb.org/view/879071
ER -
TY - RPRT
AN - 01115476
AU - Bailey, Larry
AU - Pounds, Julia
AU - Scarborough, Alfretia
AU - Federal Aviation Administration
AU - Federal Aviation Administration
TI - En Route Operational Errors: Transfer of Position Responsibility as a Function of Time on Position
PY - 2008/07//Final Report
SP - 52p
AB - Operational Errors (OEs) can occur anytime while a controller is on position. However, the historical trend has been that a higher percentage of OEs occur early on position and then tapers off as on-position time increases. This trend has been consistently observed across the different air traffic options and time of day. Past efforts at reducing OEs that occur early on position have focused on improvements associated with the position relief briefing. Despite these efforts, nothing has been able to reverse the trend in OEs. The authors conducted a retrospective analysis of enroute OEs to determine if there were human factors considerations unrelated to the position relief briefing checklist that may explain why OEs occur early following a position transfer. The authors' results suggest that position transfers differ by type (replacement vs. providing workload reduction) and the amount of time available (time pressure vs. no pressure). Moreover, the human factors considerations differ between the type of transfer and the amount of available time. Although the position relief briefing checklist is well grounded in human factors principles, the checklist itself is insufficient for assessing the various states of mind a controller is operating under immediately following a position transfer.
KW - Air traffic control
KW - Air traffic controllers
KW - Hours of labor
KW - Human error
KW - Human factors
KW - Operational errors
UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-16.pdf
UR - https://trid.trb.org/view/874554
ER -
TY - RPRT
AN - 01115441
AU - Dye, William D
AU - Goswami, Arkopal
AU - Boselly, Ed
AU - Lasley, John
AU - Dye Management Group, Incorporated
AU - Weather Solutions Group
AU - Science Applications International Corporation
AU - Federal Highway Administration
AU - Federal Highway Administration
TI - Maintenance Decision Support System Deployment Guide
PY - 2008/07
SP - 28p
AB - This is a guide for transportation professionals on why and how to deploy winter Maintenance Decision Support Systems (MDSS). Adverse winter weather can cause traffic delays and crashes. Treating the effects of winter weather can also have impacts on the environment. Addressing the complexities of winter maintenance and operations requires transportation personnel to work with a myriad of issues including: conflicting weather forecasts, hard to obtain road condition reports, and challenging commuting patterns. An MDSS can help maintenance personnel manage this information and make more informed decisions. An MDSS integrates weather and pavement forecasts specifically targeted to road segments with maintenance rules of practice to provide personnel with optimized road treatment strategies. This technology was developed under the direction of the Federal Highway Administration (FHWA) with contract support from a consortium of national research laboratories. A stakeholder group consisting of personnel from transportation agencies, academia, and the private sector assisted with development.
KW - Decision making
KW - Decision support systems
KW - Deployment
KW - Road conditions
KW - Snow and ice control
KW - Weather conditions
KW - Weather forecasting
KW - Winter maintenance
UR - http://ntl.bts.gov/lib/30000/30400/30467/14439.pdf
UR - https://trid.trb.org/view/874807
ER -
TY - RPRT
AN - 01115424
AU - Scarborough, Alfretia
AU - Bailey, Larry
AU - Pounds, Julia
AU - Federal Aviation Administration
AU - Federal Aviation Administration
TI - Analyzing Vehicle Operator Deviations
PY - 2008/07//Final Report
SP - 40p
AB - Runway incursions (RIs) are one of the top safety issues for the Federal Aviation Administration (FAA). Considerable effort has gone into understanding how pilot deviations and air traffic control (ATC) operational errors contribute to RIs. In contrast, little is known about human factors issues related to vehicle operator deviations (VODs). VODs occur when a vehicle enters the airport movement area without ATC approval. The authors developed a VOD prediction model to help understand the human factors causes associated with different types of VODs. They then examined the validity of the model, using logistic regression and directed graphical modeling. Although the results of their analyses provided partial support for their prediction model, much of the data that the authors needed was missing due to incomplete reporting of the human factors associated with a given VOD. To aid in the development of a more comprehensive VOD reporting process, the authors adapted a human factors taxonomy used in air traffic control (JANUS-ATC) to ground operations (JANUS-GRO). JANUS-GRO was then used to demonstrate how VOD reporting could be improved.
KW - Air pilots
KW - Air traffic control
KW - Airport ground transportation
KW - Human error
KW - Human factors
KW - Runway incursions
UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-17.pdf
UR - https://trid.trb.org/view/873909
ER -
TY - RPRT
AN - 01115360
AU - Priven, Mark
AU - Bickmore Risk Services and Consulting
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Comparative Cost of Risk Survey
PY - 2008/07//Final Report
SP - 102p
AB - The objective of this research was to determine the annual cost of risk to the Arizona Department of Transportation (ADOT) and to compare it with that of other state transportation agencies. ADOT is charged with the responsibility of designing, building, and maintaining the highway system for the state of Arizona. Insurance premiums are a notable portion of ADOT's expenses and have risen significantly over the last decade. The research work began with a determination of ADOT's annual cost of risk. Costs by type of coverage were evaluated and quantified so that the major drivers affecting total cost were easily identified. A survey was developed and distributed to the risk managers of each state, requesting their state's participation in the survey. A summary of ADOT's cost of risk was provided to encourage participation. Information received from the 17 responding DOTs was analyzed and used to make determinations. The report compares four major areas concerning ADOT's loss costs for that of the other state DOTs: the cost of claims, risk control methods, legal environment, and other program cost. It is noted that ADOT has a lower than average rate for workers' compensation claims, a higher than average rate for general liability claims, and an average rate for auto liability claims. The report will assist ADOT in comparing Arizona's cost of risk with other responding transportation agencies and in the evaluation of current Arizona practices.
KW - Arizona Department of Transportation
KW - Comparative analysis
KW - Costs
KW - Insurance
KW - Legal factors
KW - Risk management
UR - http://ntl.bts.gov/lib/30000/30700/30792/AZ571.pdf
UR - https://trid.trb.org/view/874626
ER -
TY - RPRT
AN - 01115255
AU - Choo, Ching Chiaw
AU - Harik, Issam E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Structural Evaluation of the John A. Roebling Suspension Bridge
PY - 2008/07//Final Report
SP - 60p
AB - The primary objective of the structural evaluation of the John A. Roebling Bridge is to determine the maximum allowable gross vehicle weight (GVW) that can be carried by the bridge deck structural elements such as the open steel grid deck, channels, standard sections, or built-up sections. To achieve this objective, an "Element Level Analysis" is carried out. The maximum allowable GVWs for different truck and bus types are presented for different levels of structural elements sectional loss. The loss or reduction in element sectional properties is due to rust, cracks, etc. The "Element Level Analysis" is the most critical and yielded the maximum allowable gross vehicle weights. The critical member in the bridge deck is the built-up 36 inch deep section. Its allowable bending strength controls the maximum GVW that can be permitted on the bridge. Results are presented for different levels of sectional losses (10% to 40%, in 10% increments). In the event that replacement of the open grid deck will take place in the future, results are presented for different deck weights (10 psf to 50 psf in 10 psf increments). The current open grid deck weight is 20 psf.
KW - Bridge decks
KW - Evaluation and assessment
KW - Gross vehicle weight
KW - John A. Roebling Bridge (Ohio)
KW - Structural analysis
KW - Structural members
KW - Suspension bridges
UR - https://trid.trb.org/view/875142
ER -
TY - RPRT
AN - 01113251
AU - Choo, Ching Chiaw
AU - Harik, Issam E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Structural Evaluation of the John A. Roebling Suspension Bridge - Element Level Analysis
PY - 2008/07//Final Report
SP - 40p
AB - The primary objective of the structural evaluation of the John A. Roebling Bridge is to determine the maximum allowable gross vehicle weight (GVW) that can be carried by the bridge deck structural elements such as the open steel grid deck, channels, standard sections, or built-up sections. To achieve this objective, an "Element Level Analysis" is carried out. The maximum allowable GVWs for different truck and bus types are presented for different levels of structural elements sectional loss. The loss or reduction in element sectional properties is due to rust, cracks, etc. The critical member in the bridge deck is the built-up 36 inch deep section. Its allowable bending strength controls the maximum GVW that can be permitted on the bridge. Results are presented for different levels of sectional losses (10% to 40%, in 10% increments). In the event that replacement of the open grid deck will take place in the future, results are presented for different deck weights (10 psf to 50 psf in 10 psf increments). The current open grid deck weight is 20 psf.
KW - Bridge decks
KW - Evaluation and assessment
KW - Gross vehicle weight
KW - John A. Roebling Bridge (Ohio)
KW - Structural analysis
KW - Structural members
KW - Suspension bridges
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_23_KH53_06_1F.pdf
UR - https://trid.trb.org/view/872745
ER -
TY - RPRT
AN - 01112759
AU - Compton, Richard P
AU - Ellison-Potter, Patricia
AU - National Highway Traffic Safety Administration
TI - Teen Driver Crashes: A Report to Congress
PY - 2008/07
SP - 14p
AB - This report summarizes what is known about the teen driver crash problem and reviews the research on the major contributing factors to the high teen crash rate. Dispositional factors, such as immaturity, inexperience, faulty judgment, and a higher propensity for risk-taking all contribute to the teen driver crash problem. Additionally, younger drivers are not experienced in hazard recognition. They do not generally acknowledge inherently dangerous situations on the road, and therefore do not react appropriately. A brief review is included on a variety of programs designed to decrease teen driver crashes, such as educational programs, laws and sanctions, and licensing programs. Scientific evaluations of these programs are discussed in terms of reducing the teen driver crash problem, thereby making America’s roads safer for our youth. The study and report conclude with recommendations based on research for developing and implementing interventions for this important traffic safety issue. Strong evidence supports the strengthening of graduated driver licensing (GDL) laws in the States and incorporating driver education into the GDL system.
KW - Crash causes
KW - Crash rates
KW - Driver education
KW - Driver experience
KW - Graduated licensing
KW - Hazard recognition
KW - Intervention
KW - Laws
KW - Recommendations
KW - Risk taking
KW - Sanctions
KW - Teenage drivers
UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811005.pdf
UR - https://trid.trb.org/view/872622
ER -
TY - RPRT
AN - 01112757
AU - Saka, Anthony A
AU - Jeihani, Mansoureh
AU - James, Petronella A
AU - Morgan State University
AU - National Transportation Center
AU - Maryland State Highway Administration
AU - Research and Innovative Technology Administration
TI - Estimation of Traffic Recovery Time for Different Flow Regimes on Freeways
PY - 2008/07//Final Report
SP - 78p
AB - This study attempts to estimate post-incident traffic recovery time along a freeway using Monte Carlo simulation techniques. It has been found that there is a linear relationship between post-incident traffic recovery time, and incident time and traffic intensity. For purposes of this paper, the post-incident recovery time is defined as that time beyond the clearing of an incident when pre-incident traffic conditions are achieved and traffic has returned to normalcy or steady state. The research supports Objective 2.1 of the SHA Business Plan, which seeks to develop measures to enhance the Maryland State Highway Administration’s (SHA's) ability to quantify the impact of congestion and delay on the highway network. In addition, the SHA understands that the capability to reasonably estimate the traffic recovery time for a given duration of incident is crucial in quantifying the cost-effectiveness of current/future traffic management programs involving detection and clearance of incident on freeways. A total of 121 traffic scenarios of traffic intensity (Rho - volume to capacity ratio), incident duration, and proportion of lane blockage were simulated resulting in a total of 726 experiments. The VISSIM simulation platform was used to derive values for output flow, density, and speed to determine the post-incident traffic recovery times. The analysis of simulated data showed that for a given incident duration and lane blockage scenario, the recovery time of the traffic increases non-linearly with traffic intensity. The traffic recovery time becomes uniform (stable) for low and moderate traffic intensity values. A set of linear regression models was developed to reasonably estimate the post-incident traffic recovery time using traffic intensity, incident duration, and proportion of lane blockage as exogenous variables.
KW - Cost effectiveness
KW - Freeways
KW - Incident duration
KW - Incident management
KW - Lane closure
KW - Monte Carlo method
KW - Post-incident traffic recovery time
KW - Traffic congestion
KW - Traffic delays
KW - Traffic incidents
KW - Traffic simulation
KW - Volume to capacity ratio
UR - http://roads.maryland.gov/OPR_Research/MD-09-SP608B4G_Life-Cycle-and-Economic-Efficiency-of-Durable-Material-Phase%20I_REPORT.pdf
UR - http://ntl.bts.gov/lib/31000/31600/31640/Oct_20_REVISION_-_Estimation_of_Traffic_Recovery_Time.pdf
UR - https://trid.trb.org/view/872641
ER -
TY - RPRT
AN - 01112656
AU - Johnson, Steven L
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Human Factors Study of Driver Assistance Systems to Reduce Lane Departures and Side Collision Accidents
PY - 2008/07
SP - 40p
AB - This study investigated the human factors issues related to the implementation of lane departure warning systems (LDWS) to reduce side collision and run-off-road crashes for heavy trucks. Lane departures can be either intentional (e.g., to pass another vehicle or avoid an object in the roadway) or unintentional (due to drowsiness, inattention or distraction). The report discusses the recent research and applications literature that evaluates the problem of lane departure accidents and the potential for LDWS to reduce the frequency and/or severity of those accidents. The report also discusses the issues related to the use of LDWS data that are recorded to improve the fleet and individual driver safety performance. The value of systems that range from simply warning the driver, with no event recorded, to the transmission of an event with the possibility of real-time intervention if driver performance is perceived to be degraded (e.g., due to fatigue or drowsiness). The study addresses the resources necessary to effectively integrate the information from these systems into the driver management system toward the goal of facilitating safe driving behaviors and reducing costly accidents. Truck accident data were analyzed to further evaluate the potential for safety benefits from LDWS. The Large Truck Crash Causation Study (LTCCS) data were analyzed with respect to the types of crashes that could be affected by LDWS (e.g., departed roadway, inattention, etc.). The analysis focused on rural highways and interstates with posted speed limits of above 50 mph. In addition, safety data for eight large commercial trucking fleets were analyzed to determine the relative frequency of accidents for which LDWS would reduce the occurrence or severity of lane or roadway departure accidents. The results indicated that, although the frequency of lane departure and run-off-road accidents was found to be relatively low, the consequences of these crashes can be very high. In addition, the relative frequency of lane departure accidents varied greatly from fleet to fleet. This indicates that the decision to implement LDWS or what type of LDWS to implement must depend upon a fleet’s own experience, rather than aggregate data.
KW - Attention
KW - Crash avoidance systems
KW - Distraction
KW - Driver management programs
KW - Drowsiness
KW - Fleet safety
KW - Heavy vehicles
KW - Human factors in crashes
KW - Lane departures
KW - Large Truck Crash Causation Study
KW - Ran off road crashes
KW - Side crashes
KW - Truck crashes
UR - http://ntl.bts.gov/lib/31000/31400/31466/Final_Lane_Departure_Report_-_2083.pdf
UR - https://trid.trb.org/view/872454
ER -
TY - RPRT
AN - 01111967
AU - Winston, Flaura K
AU - Erkoboni, Danielle C
AU - Children's Hospital of Philadelphia
AU - National Highway Traffic Safety Administration
TI - Identifying Information That Promotes Belt-Positioning Booster Use. Volume I: Summary and Findings
PY - 2008/07
SP - 64p
AB - Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. Focus groups were used to elicit factors contributing to booster seat nonuse, which informed subsequent intervention development. A first phase (12 focus groups, n=107) identified parents’ perceived barriers, benefits, and threats relating to booster seats. These findings were used to identify existing and create new interventions. A second phase (16 focus groups, n=142) elicited parents’ reactions to these interventions and provided parents with belt-positioning booster seats and education on their use. Lack of education and fear of injury were the primary barriers to booster seat use. Parents were motivated by interventions that provided clear, concrete messaging relating to use. Parents favored the intervention that presented a real story detailing a child’s severe injury that could have been prevented with appropriate restraint. At follow-up, parents credited this intervention with motivating booster seat use most often. Although parents cited their children’s lack of comfort and noncompliance as barriers to use, they were not as motivated by interventions that addressed these barriers. Effective intervention programs can be created by identifying and addressing factors that contribute to a population’s intention to use belt-positioning booster seats. In addition, successful programs must use messages that motivate the target population by addressing their perceived threats to booster seat nonuse.
KW - Booster seats
KW - Focus groups
KW - Intervention
KW - Parents
KW - Promotion
KW - Safety education
UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811018.pdf
UR - https://trid.trb.org/view/871566
ER -
TY - RPRT
AN - 01111964
AU - Winston, Flaura K
AU - Erkoboni, Danielle C
AU - Children's Hospital of Philadelphia
AU - National Highway Traffic Safety Administration
TI - Identifying Information That Promotes Belt-Positioning Booster Use. Volume II: Appendices
PY - 2008/07
SP - 140p
AB - Many parents with low educational attainment prematurely graduate their children to seat belt restraint rather than use belt-positioning booster seats. This study aimed to identify interventions that promoted booster seat use among this population. Focus groups were used to elicit factors contributing to booster seat nonuse, which informed subsequent intervention development. A first phase (10 focus groups, n=117) identified parents’ perceived barriers, benefits, and threats relating to booster seats. These findings were used to identify existing and create new interventions. A second phase (20 focus groups, n=171) elicited parent’s reactions to these interventions and provided parents with belt-positioning booster seats and education on their use. Follow-up interviews were conducted six weeks later. Lack of education and fear of injury were the primary barriers to booster seat use. Parents were motivated by interventions that provided clear, concrete messaging relating to use. Parents favored the intervention that presented a real story detailing a child’s severe injury that could have been prevented with appropriate restraint. At follow-up, parents credited this intervention with motivating booster seat use most often Although parent’s cited their child’s lack of comfort and noncompliance as barriers to use, they were not as motivated by interventions that addressed these barriers. Effective intervention programs can be created by identifying and addressing factors that contribute to a population’s intention to use belt-positioning booster seats. In addition, successful programs must use messages that motivate the target population by addressing their perceived threats to booster seat nonuse.
KW - Booster seats
KW - Focus groups
KW - Intervention
KW - Parents
KW - Promotion
KW - Safety education
UR - http://www.nhtsa.dot.gov/staticfiles//DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/811019.pdf
UR - https://trid.trb.org/view/871567
ER -
TY - RPRT
AN - 01111963
AU - Walker, Roger S
AU - Estakhri, Cindy K
AU - Fernando, Emmanuel G
AU - Becker, Eric
AU - University of Texas, Arlington
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Verification of the Bump Detection Methodology Using Inertial Profile Measurements
PY - 2008/07//Technical Report
SP - 38p
AB - During Research Project 0-4479-01, a methodology for establishing bump detection using inertial profile measurements was developed. During this project, the method was further refined and compared with the current bump detection method used in the Texas Department of Transportation’s Ride Quality program and with results from profilograph simulations based on profiles measured on numerous projects across Texas. A large sample of sections where the Template Analysis Procedure (TAP) identified bumps was also verified using reference profiles from the Walking Profiler.
KW - Bumps
KW - Inertial road profilers
KW - Profilographs
KW - Ride quality
KW - Smoothness
KW - Verification
KW - Walking profilers
UR - https://trid.trb.org/view/871565
ER -
TY - RPRT
AN - 01111953
AU - Kack, David
AU - Jorgensen, Amanda
AU - Hodges, Richard
AU - Western Transportation Institute
AU - Montana Department of Transportation
AU - Federal Highway Administration
TI - Automated Cost Recovery: A Feasibility Study
PY - 2008/07//Final Report
SP - 144p
AB - Public and specialized transportation (transit) providers in Montana and other states use a variety of methods for collecting fares from riders, invoicing agencies for rides, and collecting ridership data. The purpose of this project is to determine the feasibility of implementing various technologies in transit systems within Montana to assist in the collection and accounting of passenger fares. Specific components of the research included reviewing the state of the practice in the transit industry, reviewing current technologies in Montana, conducting a requirements analysis, reviewing Americans with Disabilities Act (ADA) issues, conducting a benefit/cost ratio analysis, and providing an implementation plan. Based on the findings from these tasks, researchers also developed recommendations for the Montana Department of Transportation (MDT), which included procurement of a high-value customer data reporting system, development of a pilot program for additional technologies, and development of a one-stop center that would leverage technologies implemented to support transportation (transit) providers and provide a "one-call, one-website" portal for customers and clients.
KW - Americans with Disabilities Act
KW - Automatic fare collection
KW - Benefit cost analysis
KW - Feasibility analysis
KW - Implementation
KW - Montana
KW - State of the practice
KW - Transit operating agencies
UR - http://www.mdt.mt.gov/other/research/external/docs/research_proj/cost_recovery/final_report.pdf
UR - http://ntl.bts.gov/lib/45000/45800/45852/final_report74.pdf
UR - https://trid.trb.org/view/871504
ER -
TY - RPRT
AN - 01111951
AU - Prozzi, Jolanda P
AU - Prozzi, Jorge A
AU - Villa, Juan Carlos
AU - Middleton, Dan
AU - Warner, Jeffery E
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
AU - Southwest Region University Transportation Center
TI - Integration and Consolidation of Border Freight Transportation Data for Planning Applications and Characterization of NAFTA Truck Loads for Aiding in Transportation Infrastructure Management: Second Year
PY - 2008/07//Technical Report
SP - 106p
AB - Average Daily Truck Traffic (ADTT) increased dramatically in Texas in the 1990s partly because of the implementation of the North American Free Trade Agreement (NAFTA). Accurate information on truck volumes and truck characteristics is critical to transportation planning and infrastructure investments conducted by the Texas Department of Transportation (TxDOT) and other public agencies responsible for the road system in the State of Texas. This report covers the second year activities of TxDOT Research Project 0-5339. The objectives in the second year were to (a) collect data from a statistical sample of Mexican carriers – those that have applied to operate beyond the current commercial zones once the border opens – on the size of the Mexican companies, the types of operations, and equipment currently used and anticipated to be used for cross-border movements, and (b) to collect and analyze weigh-in-motion data from Texas and Mexico in order to establish their main characteristics as they affect pavement performance.
KW - Commercial vehicle operations
KW - Data collection
KW - Freight traffic
KW - Infrastructure
KW - Mexico
KW - Motor carriers
KW - North American Free Trade Agreement
KW - Pavement performance
KW - Texas
KW - Texas-Mexico Border region
KW - Transportation infrastructure
KW - Transportation planning
KW - Truck traffic
KW - Trucking
KW - Weigh in motion
UR - http://swutc.tamu.edu/publications/technicalreports/0-5339-2.pdf
UR - http://tti.tamu.edu/documents/0-5339-2.pdf
UR - https://trid.trb.org/view/871488
ER -
TY - RPRT
AN - 01111557
AU - National Hispanic Medical Association
AU - National Highway Traffic Safety Administration
TI - NHMA Screening and Brief Intervention Toolkit For the Hispanic Patient
PY - 2008/07
SP - 13p
AB - Alcohol consumption is the third leading cause of death in the United States and costs over $148 billion each year. Studies have shown that rapid, accurate alcohol screening instruments can detect alcohol problems in primary care settings and can positively impact alcohol consumption, morbidity, and mortality. Alcohol consumption plays a key role in a large percentage of trauma incidents, including motor vehicle crashes. It is important to find a screening tool that can be used specifically for Hispanics because although heavy drinking is as common in Hispanics as it is in African Americans and non-Hispanic Whites, serious consequences of heavy drinking are more common in Hispanics than in other ethnic groups. Although all screening tools have their limitations and further research is needed to find the right tool for Hispanics; the National Hispanic Medical Association’s Advisory Board for Alcohol Screening and Brief Intervention recommends that health practitioners consider the Rapid Alcohol Problem Screen-Quantity & Frequency (RAPS4-QF) for use in their setting.
KW - Alcohol abuse
KW - Alcohol screening
KW - Alcohol use
KW - Countermeasures
KW - Drunk drivers
KW - Fatalities
KW - Hispanics
KW - Traffic crashes
UR - http://ntl.bts.gov/lib/30000/30200/30235/810953.pdf
UR - https://trid.trb.org/view/870815
ER -
TY - RPRT
AN - 01111547
AU - Nam, Chang S
AU - Song, Joon J
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - A Model-Based Risk Map for Roadway Traffic Crashes
PY - 2008/07//Final Report
SP - 164p
AB - Visualization of traffic safety data that transforms spatial data into a visual form can help highway engineers and traffic safety officials to effectively analyze the data and make decisions on which roadways and road side features to improve by providing the spatial distribution of the data. However, research efforts in the visualization of traffic safety data, which are usually stored in a large and complex database, are quite limited because of methodological constraints (Miaou and Song, 2005b; Miaou, Tandon, and Song, 2005; Smith, Harkey, and Harris, 2001). For example, there are only a few model-based maps that can account for the high variance of traffic crash estimates in low population areas, and at the same time clarify overall geographic trends and patterns. In addition, designers of roadways historically did not take into account the full range of driver characteristics, such as driver perception-response time, age differences, etc. (Dewar and Olson, 2002). One of the most important components of the roadway transportation is the human driver whose error is a factor in about 90% of traffic crashes (Treat et al., 1977). Therefore, it is very important for highway engineers and traffic safety officials to identify and understand the basics of human factors as relevant to driving and traffic safety. The objective of the proposed project is aimed at developing a user-friendly geographic information system (GIS) that displays traffic crash data in Arkansas, estimated traffic risk based on the statistical model to be developed, and human factors in traffic accidents.
KW - Crash analysis
KW - Crash data
KW - Geographic information systems
KW - Highway safety
KW - Human factors engineering
KW - Human factors in crashes
KW - Ranking (Statistics)
KW - Risk analysis
KW - Traffic safety
UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202098.pdf
UR - https://trid.trb.org/view/870403
ER -
TY - RPRT
AN - 01111524
AU - Meller, Russell D
AU - Gue, Kevin R
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - A Model to Design a National High-Speed Network for Freight Distribution
PY - 2008/07//Final Report
SP - 51p
AB - In many areas of the country, congestion on the interstate and rural transportation network is significant, with billions of dollars a year in lost productivity associated with this congestion. In addition, it is predicted that the number of cars and trucks on the road will quadruple by the year 2050 and it is clear that the current interstate and rural transportation network cannot currently handle such volume efficiently (i.e., without even more significant delays in transit). These growth predictions are used by many public planners to advocate for high-speed passenger rail systems, which are generally defined as systems where the trains travel in excess of 100 mph. However, in countries like Germany and Japan, magnetic levitation trains (i.e., Maglev trains, which are single-car trains that are levitated above rails via magnetic fields for nearly frictionless travel) are being used effectively for such purposes at very high speeds. For example, the Yamanashi Maglev Test Line in Japan runs 42.8 km between Sakaigawa and Akiyama, achieving a top speed of 500 kph. With top speeds predicted to increase in the future by 60% (up to 500 mph), we ask why not explore this technology and other high-speed rail technologies in the U.S. for freight transportation? Due to the predicted 10x speed advantage, such a network would be commercially attractive for freight distribution, especially for “truckload” distribution, even on a network that is significantly smaller than the current interstate highway. And if such a network is well-utilized, highway congestion and its associated costs and negative impacts would be significantly reduced. This project will lead to a better understanding of high-speed rail technologies in terms of technological feasibility, network design, and infrastructure challenges, including the design and operation of crossdock facilities for freight transfer in the resulting inter-modal network. In addition, this project will result in the development of optimization models for designing systems to take advantage of these technologies and traffic load models that measure the impact that freight traffic on high-speed rail technologies has on highway systems.
KW - Freight traffic
KW - Freight trains
KW - Freight transportation
KW - High speed rail
KW - Magnetic levitation
KW - Network analysis (Planning)
KW - Optimization
KW - Physical distribution
UR - http://www.uark.edu/rd_engr/MBTC/FinalReportMeller(1).pdf
UR - https://trid.trb.org/view/870382
ER -
TY - RPRT
AN - 01111497
AU - Ruiz, Edmundo D
AU - Floyd, Royce W
AU - Staton, Blake W
AU - Do, Nam H
AU - Hale, W Micah
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Prestress Losses in Prestressed Bridge Girders Cast with Self-Consolidating Concrete
PY - 2008/07//Final Report
SP - 94p
AB - The use of prestressed concrete bridges in Arkansas is becoming more common. The increase in steel costs has contributed to the popularity of prestressed bridge girders. Prestressed girders are particularly common in areas that border neighboring states (and these areas are also typically rural). Self Consolidating Concrete (SCC) is a recent advancement in the concrete industry. SCC is a type of concrete that can be placed without consolidation and is beginning to be widely accepted. Some states are allowing the use of SCC bridge girders. SCC is not much different from conventional concrete. The constituent materials are the same, but SCC typically contains more fine aggregate and cement, but less coarse aggregate. This research program examined the prestress losses of beams cast with SCC and compares those to losses of control beams cast with conventional concrete of the same compressive strength. Additionally, the research program examined the transfer and development length of SCC beams.
KW - Beams
KW - Bridges
KW - Concrete construction
KW - Prestress losses
KW - Prestressed concrete
KW - Self compacting concrete
UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202071.pdf
UR - https://trid.trb.org/view/870400
ER -
TY - RPRT
AN - 01111491
AU - Mason, Scott J
AU - Meller, Russell D
AU - Pohl, Edward A
AU - Gade, Dinakar
AU - Medal, Hugh R
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Routing Models for Rural Networks with Time-Varying Constraints
PY - 2008/07//Final Report
SP - 16p
AB - The motivation for this work comes from the poultry industry, but can be broadened to other application areas. One problem of concern in the poultry industry is when an infected flock of birds has to be transported to another facility, but in doing so, the infected flock cannot come within a certain radius (e.g., five miles) of a breeding (or some other type of) facility. Alternately, a feed truck may not be allowed to come within a certain radius of an infected site/area. The poultry industry often has trouble solving these types of problem. In fact, they tend to solve the most restricted form of this problem, assuming a static radius value over time, rather than the real problem where the radius might vary over time, depending on site-specific conditions. Furthermore, conditions are clearly variable, as the disease may be one that spreads in the air and the spreading mechanism is dependent on the passage of time, wind speed, and other stochastic factors. The network that connects poultry facilities is primarily rural. To address this problem, the authors took a systems perspective and developed a method to integrate the Geo-Spatial information available on rural transportation routes with logistics decision support knowledge tools to efficiently route the movement of infected flocks while minimizing the risk of exposure to other poultry farms. In this report the authors present a mathematical model for executing pickups and deliveries in a rural network with a fleet of capacitated vehicles under time constraints. The authors demonstrate the use of this model in transporting live chickens in a rural poultry network in Northwest Arkansas. The data for this network was obtained through a Geographical Information System (GIS) database. This research also applies to the transportation of toxic waste, network routing where rush hour traffic is a concern, and other important transportation applications where the network changes over time in a stochastic manner.
KW - Delivery service
KW - Geographic information systems
KW - Routes and routing
KW - Rural transportation
KW - Time dependence
KW - Trucking
UR - https://trid.trb.org/view/870383
ER -
TY - RPRT
AN - 01111357
AU - Green, Paul E
AU - Matteson, Anne
AU - University of Michigan Transportation Research Institute
AU - Federal Motor Carrier Safety Administration
TI - Evaluation of 2006 South Carolina Crash Data Reported to the MCMIS Crash File
PY - 2008/07//Special Report
SP - 38p
AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. The earlier studies showed that reporting to the MCMIS Crash File was incomplete. This report examines the factors that are associated with reporting rates for the state of South Carolina. MCMIS Crash File records were matched to the South Carolina PAR file to determine the nature and extent of underreporting. The vehicle type variable in the PAR file has only two levels for identifying medium/heavy trucks: truck tractors, and other trucks. Overall, it appears that South Carolina is reporting 77.9 percent of crash involvements that should be reported to the MCMIS Crash file. The reporting rate for truck tractors is 84.7 percent, while the reporting rate for other trucks is 64.5 percent. Fatal crashes are reported at about 90 percent, but injured/transported and towed/disabled crashes are reported at about 79 and 76 percent, respectively. With respect to timing issues, there is a declining trend in reporting rates towards the end of the calendar year. The reporting rate in December is 62.7 percent. The Highway Patrol has a reporting rate of 85.2 percent, while the reporting rate for police departments is 57.6 percent and for sheriff’s offices is 60.6 percent. Missing data percentages in the MCMIS Crash file are generally low, with a few exceptions. Because the South Carolina PAR file has only two categories for medium/heavy trucks, the vehicle configuration variable does not match well between the PAR file and the MCMIS file.
KW - Crash data
KW - Crash reports
KW - Crash severity
KW - Motor Carrier Management Information System Crash File
KW - Motor carriers
KW - South Carolina
KW - Truck crashes
KW - Truck traffic
KW - Trucking safety
KW - Underreporting (Traffic accident injuries)
UR - http://deepblue.lib.umich.edu/bitstream/2027.42/60936/1/100979.pdf
UR - https://trid.trb.org/view/871098
ER -
TY - RPRT
AN - 01111293
AU - Jones, June
AU - Research and Innovative Technology Administration
TI - Opinions on Cell Phone Use on Airplanes, Congestion, and Telecommuting—from the 2006 and 2007 Omnibus Household Survey
PY - 2008/07//Special Report
SP - 5p
AB - The annual Omnibus Household Survey (OHS), administered by the U.S. Department of Transportation’s Bureau of Transportation Statistics (BTS), asks respondents about their weekly travel habits, journey to work, opinions about the transportation system, and other related issues. Presented here are a few of the key findings from the November 2006 and 2007 surveys: (1) although nearly half of the 18- to 34-year-old survey respondents would allow in-flight cell phone use if deemed safe, less than 30% of respondents age 65 or older shared that opinion; (2) about 2 out of 5 U.S. workers who reported their commute as moderately to very congested also reported that congestion had gotten worse over the 12 months preceding the survey; (3) less than 3 of 10 workers who feel they could telecommute actually do; (4) the majority of workers use their personal vehicle to commute alone to work; (5) about 2 out of 5 public transit passengers used transit at least 5 days a week; and (6) over 90 percent of airline passengers were satisfied with the amount of time taken to get through security check points.
KW - Airplanes
KW - Attitudes
KW - Automobile travel
KW - Cellular telephones
KW - Commuters
KW - Public transit
KW - Ridership
KW - Security checkpoints
KW - Telecommuting
KW - Traffic congestion
KW - Travel surveys
KW - Utilization
KW - Work trips
UR - http://www.bts.gov/publications/bts_special_report/2008_009/pdf/entire.pdf
UR - https://trid.trb.org/view/868783
ER -
TY - RPRT
AN - 01111290
AU - University of North Carolina, Chapel Hill
AU - Federal Highway Administration
TI - Safe Routes to School: A Transportation Legacy - A National
Strategy to Increase Safety and Physical Activity among American Youth
PY - 2008/07
SP - 92p
AB - Previous generations of Americans have made strides that have advanced the well-being of those to follow. Progress in technology, health, and science often provide greater opportunity for future generations to lead full, healthy and productive lives. What will be our legacy? Despite many advances, we are documenting epidemic rates of overweight and obesity across the U.S. Simultaneously, we have seen dramatic changes in the way we live and travel. Traffic and land use patterns are causing many communities to become increasingly isolated, removing walking and bicycling as viable modes of transportation. Unintended consequences include record-setting figures of vehicle miles traveled, increased safety conflicts, diminished air quality, less physical activity, and negligible social interaction between neighbors. The multiple impacts of these changes are seen most keenly with respect to travel to school. Few children today are able to fully enjoy the simple pleasure of walking and bicycling to school. With increasing frequency, American school children arrive at school in the back of a parent or caregiver’s automobile – even those who live close enough to get there on foot or by bicycle. As a result, traffic congestion is rising, the opportunity for routine physical activity is missed, and children don’t know their neighborhoods very well. Those who do still walk or bicycle to school often face traffic safety hazards that can overshadow any perceived benefits of the activity. By way of diverse partnerships, Safe Routes to School (SRTS) programs improve the lives of our children and grandchildren by creating safer and more vibrant connections between our schools and our communities. Through a combination of engineering treatments, traffic enforcement, safety education and encouragement programs, families can return to a way of life that gets children to and from school more safely and efficiently, reduces traffic congestion, improves air quality and gets people moving again.
KW - Air quality
KW - Bicycling
KW - Community action programs
KW - Health
KW - Neighborhoods
KW - Pedestrian safety
KW - Physical activity
KW - Physical fitness
KW - Safe Routes to School (Program)
KW - School children
KW - School trips
KW - Traffic congestion
KW - Walking
UR - http://www.saferoutesinfo.org/task_force/collateral/task_force_report.web.pdf
UR - https://trid.trb.org/view/868788
ER -
TY - RPRT
AN - 01110685
AU - Watkins, Steve E
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Research and Special Programs Administration
TI - Preservation of Missouri Transportation Infrastructures: Strain Determination by Fiber Optics (Task V3. Load Tests and Monitoring Sub-Task 3.6)
PY - 2008/07//Final Report
SP - 35p
AB - Structural assessment of bridge P-0962 in Missouri Department of Transportation District 8 involved both the sensing network of fiber-optic and electrical resistance strain gauges (ESGs). Sensing arrays were installed on the mid-span of the bridge to determine the performance of the fiber optic strain sensors for field applications and to provide in situ measurement capability for the strengthened bridge. Extrinsic Fabry-Perot Interferometric (EFPI) strain sensors were used to measure point strain. Dynamic and static load tests were performed as well as finite element analysis. Scenarios are given for the load testing along with data filtering and processing details.
KW - Bridges
KW - Data filtering
KW - Fabry-Perot strain gages
KW - Fiber optics
KW - Finite element method
KW - Information processing
KW - Load tests
KW - Missouri
KW - Monitoring
KW - Preservation
KW - Sensors
KW - Strain gages
KW - Strain measurement
KW - Transportation infrastructure
UR - http://library.modot.mo.gov/RDT/reports/Ri02022/OR09009.pdf
UR - http://utc.mst.edu/documents/R93_CR.pdf
UR - https://trid.trb.org/view/870818
ER -
TY - RPRT
AN - 01110684
AU - Kharkovsky, S
AU - Stephen, V
AU - Ryley, A C
AU - Robbins, J T
AU - Zoughi, Reza
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Research and Special Programs Administration
TI - Preservation of Missouri Transportation Infrastructures: Life-Cycle Inspection and Monitoring of FRP-Strengthened Concrete Structures Using Near-Field Microwave Nondestructive Testing Methods
PY - 2008/07//Final Report
SP - 73p
AB - Defects in the form of disbonds and delaminations in carbon fiber reinforced polymer (CFRP)-strengthened composite structures can significantly reduce their strengthening effectiveness. It is of great interest to develop a one-sided, non-contact, real-time, fast, robust, inexpensive and portable inspection system capable of detecting such disbonds and evaluating their properties such as spatial extent. Microwave non-invasive inspection methods are a viable candidate for life-cycle inspection of the CFRP-strengthened concrete structures. In this report, a novel near-field microwave inspection system consisting of a dual-polarized open-ended square waveguide probe was designed and built for this purpose. This system incorporated the anisotropic nature of unidirectional CFRP laminates by simultaneously producing two orthogonally-polarized images and compensating for real-time variations in standoff distance. The system was extensively tested in the laboratory and finally on Bridge P-0962, located in Dallas County, Missouri, whose members were strengthened with CFRP patches. The results clearly illustrated the utility of this system for this type of inspection. The microwave images produced using this system, provided for a close estimate of the dimensions of disbonded regions. The system is a one-sided, non-contact, small, robust, real-time and inexpensive system and provides for a significant amount of useful information about the nature of an anomaly (e.g., size, location, etc.) without the need for complex image processing.
KW - Carbon fibers
KW - Composite structures
KW - Concrete bridges
KW - Debonding
KW - Fiber reinforced plastics
KW - Field tests
KW - Inspection
KW - Laboratory tests
KW - Life cycle analysis
KW - Microwave devices
KW - Missouri
KW - Monitoring
KW - Nondestructive tests
KW - Preservation
KW - Transportation infrastructure
UR - http://library.modot.mo.gov/RDT/reports/Ri02022/OR09008.pdf
UR - http://utc.mst.edu/documents/R97_CR.pdf
UR - https://trid.trb.org/view/870814
ER -
TY - RPRT
AN - 01110683
AU - Myers, John J
AU - Holdener, David James
AU - Merkle, Wesley
AU - Hernandez, Eli
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Research and Special Programs Administration
TI - Preservation of Missouri Transportation Infrastructures: Validation of FRP Composite Technology through Field Testing – In-situ Load Testing of Bridges P-962, T-530, X-495, X-596 and Y-298
PY - 2008/07//Final Report
SP - 148p
AB - Strengthening structures with Fiber-Reinforced Polymer (FRP) composite systems has been growing in popularity over recent years for the many benefits that the technology offers. The umbrella project, “Preservation of Missouri Infrastructure: Validation of FRP Composite Technology Through Field Testing”, also known as the Five Bridges Project, was designed to push forward composite strengthening schemes for use on real structures. Using real structures demanded that the strengthened structures be monitored for performance to prove that the composites were working and that they were not losing strength over time. Monitoring the structures meant scheduling load tests for all five bridges. Difficulties in using traditional monitoring equipment, like Linear Variable Displacement Transducer (LVDT) systems, on these structures ordered the search for a better monitoring system. This report presents high-precision Surveying Equipment as a new serviceability monitoring system for load testing; the materials, procedures, and data analysis techniques are discussed as well as a comparison between serviceability monitoring systems. This report also presents the results of the load testing. All five bridges are compared in terms of serviceability before and after strengthening results to show the overall performance of these strengthening schemes. Normalization of the deflection data due to varying truck weights and thermal effects was conducted to help compare the individual tests to one another. Bridge deficiencies and deteriorations are also discussed and noted to help establish a reference for future testing and inspections.
KW - Bridges
KW - Data analysis
KW - Deficiencies
KW - Deflection
KW - Deterioration
KW - Fiber reinforced plastics
KW - Field tests
KW - Load tests
KW - Missouri
KW - Monitoring
KW - Preservation
KW - Serviceability of specific facilities or equipment
KW - Strengthening (Maintenance)
KW - Surveying instruments
KW - Transportation infrastructure
UR - http://library.modot.mo.gov/RDT/reports/Ri02022/OR09007.pdf
UR - http://utc.mst.edu/documents/R95_CR.pdf
UR - https://trid.trb.org/view/870841
ER -
TY - RPRT
AN - 01110682
AU - Myers, John J
AU - Sawant, Amol A
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Research and Special Programs Administration
TI - Preservation of Missouri Transportation Infrastructures: Life Expectancy Modeling for FRP Strengthened Concrete Bridges
PY - 2008/07//Final Report
SP - 151p
AB - The use of fiber reinforced polymer (FRP) in repairing and strengthening bridges has been an active area of research and implementation in recent years. In particular, adhering FRP to the tension face of reinforced concrete (RC) beams has provided an increase in load carrying capacity and extended the service life of structures. However, the life expectancy of this technology has not yet been fully investigated or documented due to insufficient data. In this report, the authors present one possible strength degradation approach using analytical modeling to determine the life expectancy of FRP strengthened bridges. An actual Carbon FRP field strengthened bridge in Dallas County, Missouri, USA, was utilized to demonstrate the life expectancy approach. The Dallas County Bridge P-0962 was constructed in 1955 and strengthened in 2003. To predict the life expectancy behavior of the bridge structure, a theoretical model was derived using basic concepts, past research, and the properties of specimens tested for critical chloride concentration. An interaction model for life expectancy estimation is based on the reduction of moment capacity due to corrosion of reinforcement before and after strengthening, bond degradation of FRP and substrate concrete, and degradation of FRP material itself based on fatigue analysis. This model is the first possible approach to determine the life expectancy of FRP strengthened structures based on the statistical data available in literature.
KW - Bearing capacity
KW - Carbon fibers
KW - Chloride content
KW - Concrete bridges
KW - Corrosion
KW - Debonding
KW - Durability
KW - Fatigue (Mechanics)
KW - Fiber reinforced plastics
KW - Mathematical models
KW - Missouri
KW - Preservation
KW - Reinforced concrete beams
KW - Service life
KW - Strengthening (Maintenance)
KW - Transportation infrastructure
UR - http://library.modot.mo.gov/RDT/reports/Ri02022/OR09011.pdf
UR - http://utc.mst.edu/documents/R95_CR_2.pdf
UR - https://trid.trb.org/view/870842
ER -
TY - RPRT
AN - 01110681
AU - Maerz, Norbert H
AU - Galecki, Greg
AU - Missouri University of Science and Technology, Rolla
AU - Missouri Department of Transportation
AU - Research and Special Programs Administration
TI - Preservation of Missouri Transportation Infrastructures: Non-Destructive Testing of FRP Materials and Installation, Gold Bridge
PY - 2008/07//Final Report
SP - 41p
AB - The Fiber Reinforced Polymer (FRP) retrofit of a concrete bridge (Gold Bridge, Bridge P-0962 in Dallas County) in Missouri provided the opportunity to use new and existing technologies to test the FRP materials installations and performance. Four different parameters were investigated: concrete substrate surface roughness, FRP fiber alignment, FRP delamination, and FRP bond pull-off strength. Results of testing to date are presented, and long term monitoring plans are given. Surface substrate roughness measurements of sand blasted surfaces were made on selected locations of the bridge abutments and bents, as well as the bridge deck, using a newly developed laser profilometer. The roughness measurements are compared to the “idealized surface roughness” and compared against any potential future delamination from pull-off tests and natural delamination. FRP fiber alignment measurements were made using an imaging technique that measures the angle between control lines and special tracers embedded in the FRP materials. FRP delamination testing was done using a specially modified impact echo tester on production surfaces and on surfaces with artificially created delaminations. All test sites are referenced with respect to previously determined substrate roughness measurements. Tests were performed periodically for five years. FRP bond pull-off strength testing was done using a specially designed pull-off tester. Pull-off plugs were installed on selected locations on the bridge and referenced to roughness measurements; pull-off tests were performed periodically for five years.
KW - Bond strength (Materials)
KW - Concrete bridges
KW - Delamination
KW - Fiber alignment
KW - Fiber reinforced plastics
KW - Imaging systems
KW - Impact echo tests
KW - Laser profilometer
KW - Missouri
KW - Nondestructive tests
KW - Preservation
KW - Pull out test
KW - Retrofitting
KW - Roughness
KW - Transportation infrastructure
UR - http://library.modot.mo.gov/RDT/reports/Ri02022/OR09010.pdf
UR - http://utc.mst.edu/documents/R96_CR.pdf
UR - https://trid.trb.org/view/870816
ER -
TY - RPRT
AN - 01110657
AU - Fuller, Megan
AU - Fitch, G Michael
AU - Smith, James A
AU - Virginia Transportation Research Council
AU - Virginia Department of Transportation
AU - Federal Highway Administration
TI - Assessment of Soil and Wash Water Quality Beneath Salt-Spreader Racks
PY - 2008/07//Final Report
SP - 22p
AB - The Virginia Department of Transportation’s (VDOT's) winter maintenance program hinges primarily on the use of granular NaCl for deicing. On average, VDOT applies more than 300,000 tons of NaCl each winter season. The majority of this salt is spread by way of salt-spreaders attached to dump trucks. The spreaders require cleaning and lubricating after each use. The purpose of this research was to determine if VDOT should provide an impermeable surface beneath the spreaders to prevent potential contamination resulting from lubrication and, if so, to determine if washing could occur on the same impermeable surface, thus reducing the number of times the spreaders are handled by providing a single location for washing and lubricating. The results showed that potentially significant volumes of excess lubricants can be generated by way of the spreader lubrication process and that this excess should, therefore, be captured. In the majority of cases, this could be done by means of a drip pan or similar device. Because of dilution, if washing and lubrication were to occur at the same location and the wash water and lubricant mixture were contained and conveyed to the nearby salt ponds, lubricant concentrations found in the pond water would be relatively low. Although laboratory results indicate that these concentrations could be reduced even further by way of an in-line organoclay filter, this method of lubricant capture would be more expensive and labor intensive than the simple use of drip pans. Although paving beneath existing spreader racks was not advised unless other provisions for washing at the spreader racks are also made available, proposed best management practices were developed for three different site conditions that are likely to be found at VDOT’s maintenance facilities. The benefits of following these practices include decreased potential for soil contamination beneath spreader racks and decreased potential for wash water runoff contamination and associated salt pond contamination.
KW - Best practices
KW - Cleaning
KW - Contamination
KW - Deicing chemicals
KW - Drip pans
KW - Lubrication
KW - Maintenance facilities
KW - Spreader racks
KW - Spreaders
KW - Virginia Department of Transportation
KW - Winter maintenance
UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/09-r3.pdf
UR - http://ntl.bts.gov/lib/37000/37600/37666/09-r3.pdf
UR - https://trid.trb.org/view/870554
ER -
TY - RPRT
AN - 01110149
AU - Hard, Edwin N
AU - Ellis, Patricia L
AU - Bochner, Brian S
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Guidelines on Corridor Management and Preservation in Texas
PY - 2008/07
SP - 60p
AB - This report provides guidelines for how Texas Department of Transportation (TxDOT) districts and area offices can work together with local jurisdictions in corridor management and preservation (CM&P) activities for existing and future TxDOT roadways and corridors. Relative to the full 0-5606-1 research report, this document is intended to serve as a reference document for TxDOT offices involved with local jurisdictions in corridor management and/or corridor preservation activities. This report is intended for planners and engineers from TxDOT and local jurisdictions who coordinate and interact on planning and development matters within their respective jurisdictions. The document is written for TxDOT, cities, counties, and Metropolitan Planning Organizations (MPOs) alike and provides general guidance on the use of policies, tools and techniques in CM&P that may help bridge the gap in integrating land use and transportation decision making. It stresses the importance of local-state coordination in the land development and planning processes and demonstrates that successful CM&P programs and projects will require ample coordination and partnerships between all entities. CM&P must be considered a process and integrated into local comprehensive plans and development ordinances, MPO plans and work programs, and TxDOT policy, project development, and design. Just as well-planned neighborhoods, retaining neighborhood integrity, and good schools are valuable traits of a community, so too are well-planned, well-managed, and aesthetically pleasing community corridors.
KW - Aesthetics
KW - Coordination
KW - Corridor management
KW - Corridor preservation
KW - Decision making
KW - Guidelines
KW - Highway corridors
KW - Highway planning
KW - Intergovernmental partnerships
KW - Land use planning
KW - Real estate development
KW - Texas
KW - Transportation corridors
KW - Transportation planning
UR - https://trid.trb.org/view/869711
ER -
TY - SER
AN - 01110144
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Carpenter, Samuel H
AU - University of Illinois, Urbana-Champaign
AU - University of Illinois, Urbana-Champaign
AU - Illinois Department of Transportation
AU - Federal Highway Administration
TI - Extended Life Hot Mix Asphalt Pavement (ELHMAP) Test Sections at ATREL
PY - 2008/07
IS - 08-017
SP - 82p
AB - Project IHR-R39, titled “Validation of Design Concepts for Extended Life Hot Mix Asphalt Pavements (ELHMAP), was funded by the Illinois Department of Transportation (IDOT) to develop data in support of the philosophy of design and performance of the newly proposed concept of Perpetual Pavements (PP). The concept of a PP was to have a rut resistant surface, a fatigue-resistant asphalt rich lower layer, and sufficient total thickness to eliminate the development of fatigue cracking. The IDOT vision of this concept was to have a rut-resistant surface layer, an intermediate layer of a typical IDOT mix, and a lower layer that may or may not need to be asphalt rich. The total thickness would produce a tensile strain at the bottom of the asphalt layers that is below 70 micro strain during the hottest period of the year. Because this philosophy is a significant deviation from current design principles, and with the introduction of the new Superpave mixes, a significant part of this project was to construct full-scale pavement sections representative of the ELHMAP design approach that could be tested for response variables under Falling Weight Deflectometer (FWD) and full-scale wheel loads. This report details the construction and composition of the sections of various thicknesses over aggregate subbase and lime-modified subgrade.
KW - Asphalt pavements
KW - Construction
KW - Falling weight deflectometers
KW - Hot mix asphalt
KW - Pavement design
KW - Perpetual pavements
KW - Test sections
KW - Thickness
KW - Wheel loads
UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-08-017.pdf
UR - https://trid.trb.org/view/869704
ER -
TY - RPRT
AN - 01110071
AU - Flouris, Triant
AU - San Jose State University
AU - University Transportation Centers Program
TI - Creating an Educational Network in California to Assess and Address its Future Transportation Education Challenges
PY - 2008/07
SP - 18p
AB - This paper proposes a network that would focus on a number of possible future scenarios for transportation in California. The potential impact of the scenarios on California citizens would be assessed and appropriate policy responses would be elaborated upon. Three specific types of issues are taken into account: 1) environmental and safety issues; 2) resource and technological issues; and, 3) economic, cultural, social and governance issues. The specific scenarios that are identified for consideration include: 1) business as usual with no energy constraints; 2) business as usual with energy constraints; 3) adjustment to energy constraints through anticipatory transport policy; and, 4) creation of a hydrogen-based transport system. The paper concludes with a list of specific research questions that could be pursued within the proposed transportation research network.
KW - California
KW - Economic impacts
KW - Energy consumption
KW - Energy resources
KW - Environmental impacts
KW - Forecasting
KW - Future
KW - Policy
KW - Research
KW - Safety
KW - Social impacts
KW - Technological forecasting
KW - Transportation planning
UR - http://transweb.sjsu.edu/mtiportal/research/publications/documents/TransportFutures%20(Complete).pdf
UR - https://trid.trb.org/view/864786
ER -
TY - RPRT
AN - 01109897
AU - Goodwill, Jay A
AU - Carapella, Holly
AU - National Center for Transit Research
AU - Florida Department of Transportation
AU - Department of Transportation
TI - Creative Ways to Manage Paratransit Costs
PY - 2008/07//Final Report
SP - 96p
AB - As communities continue to move toward providing a wide range of public transportation services – often referred to as the “family of services” – one common concern is the rising costs of providing services, specifically those falling under the paratransit umbrella. Although paratransit services are usually the most efficient way to provide specialized needs or life sustaining service for the most vulnerable citizens, they are typically the most expensive, least available, and most difficult to coordinate. Cities, counties, states, and other transportation agencies that provide or purchase paratransit services are continually pursuing methods to contain, control or reduce paratransit costs. The purpose of this project was to define types of paratransit services and their characteristics, document major paratransit expense factors and their trends, and identify and document best practices in paratransit cost containment.
KW - Cost control
KW - Cost management
KW - Operating costs
KW - Paratransit services
UR - http://www.fdot.gov/research/Completed_Proj/Summary_PTO/FDOT_BD549_28_rpt.pdf
UR - http://www.nctr.usf.edu/pdf/77606.pdf
UR - https://trid.trb.org/view/869468
ER -
TY - RPRT
AN - 01108655
AU - Goodchild, Anne V
AU - Jessup, Eric L
AU - Fugisawa, Kaori
AU - University of Washington, Seattle
AU - Office of the Secretary of Transportation
TI - Improved Freight Modeling of Containerized Cargo Shipments between Ocean Port, Handling Facility, and Final Market for Regional Policy and Planning
PY - 2008/07//Final Technical Report
SP - 56p
AB - The proposed research will address an emerging need by local, state and regional transportation planners and policymakers to better understand the transportation characteristics, functions and dynamics of ocean port-to-handling facility and handling facility-to-final market freight movements. The research will also address a gap in the academic literature for freight transportation models that capture underlying economic forces. This research effort will focus on the development and refinement of a regional freight model of urban container movements from the port to a handling facility and beyond. Existing regional transportation planning models and analytical tools have evolved from passenger travel demand models that are ill-suited to fully capture the business decisions and economic influences driving urban freight flows and have been further constrained by access to appropriate freight data. This research activity proposes a modeling approach which will capture the fundamental economic choices individual shippers consider when trading-off the marginal benefits/costs associated with warehouse inventory management/control relative to transportation access and flow while incorporating the primary freight generation activity centers (warehouse/distribution centers) in the Puget Sound region. This work will identify, evaluate and incorporate data for the Puget Sound region recently available from a variety of existing sources. Some data collection may also be necessary. The final product of this research study will be an improved tool to understand current and future freight movements through the Puget Sound region, and a methodology which will expand the current state of knowledge, and may be applied in other regions, both domestic and international. It will allow more in-depth and timely evaluation and analysis of different local/regional transportation policy initiatives such as the impact of migration of the main warehousing region, and development of inland inter-modal port facilities.
KW - Cargo facilities
KW - Cargo handling
KW - Container handling
KW - Container terminals
KW - Containerization
KW - Distribution support businesses
KW - Freight flow
KW - Freight traffic
KW - Intermodal facilities
KW - Intermodal transportation
KW - Port operations
KW - Puget Sound Region
KW - Travel demand
KW - Urban goods movement
UR - http://www.lib.washington.edu/msd/norestriction/b60958108.pdf
UR - https://trid.trb.org/view/865905
ER -
TY - RPRT
AN - 01108512
AU - ICF International
AU - Federal Highway Administration
TI - Integrating Climate Change into the Transportation Planning Process
PY - 2008/07//Final Report
SP - 59p
AB - The objective of this study is to advance the practice and application of transportation planning among state, regional, and local transportation planning agencies to successfully meet growing concerns about the relationship between transportation and climate change. This report explores the possibilities for integrating climate change considerations into long range transportation planning at state departments of transportation (DOTs) and metropolitan planning organizations (MPOs). The report reviews the experience of a number of DOTs and MPOs that are already incorporating climate change into their transportation planning processes and identifies their successes as well as challenges faced by these agencies.
KW - Case studies
KW - Climate change
KW - Long range planning
KW - Metropolitan planning organizations
KW - State departments of transportation
KW - State of the practice
KW - Transportation planning
UR - http://www.fhwa.dot.gov/hep/climatechange/climatechange.pdf
UR - https://trid.trb.org/view/868560
ER -
TY - RPRT
AN - 01108509
AU - Hard, Edwin N
AU - Ellis, Patricia L
AU - Bochner, Brian S
AU - Spillane, Debbie L
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Creating Partnerships with Local Communities to Manage and Preserve Corridors: Technical Report
PY - 2008/07//Technical Report
SP - 156p
AB - There is a serious need in Texas for better integration of land use and transportation planning, and better coordination of land use and transportation decision making. Coordinated local-state partnerships in corridor management and preservation would go a long way toward addressing this disconnect and lack of integration. In light of the state’s ever-increasing growth and land values, it is critical for the Texas Department of Transportation (TxDOT), like many other state DOTs, to work with communities to ensure that existing and future on-system corridors are managed and/or preserved as part of long-range comprehensive planning efforts and as development occurs. The objective of the research is to develop methods and guidelines where corridor management and preservation can be accomplished through coordinated application of local and TxDOT regulations. The research will assess the role of locally adopted transportation plans, regional transportation authorities, and metropolitan planning organizations (MPOs) in corridor management and preservation. It will detail regulatory components, zoning overlay districts, current practices, and case studies in Texas and throughout the United States for these activities. The research will review methods and tools for acquiring and preserving right-of-way in the context of expediting the environmental clearance process and review how corridors are prioritized, designated, and adopted for management or preservation.
KW - Case studies
KW - City planning
KW - Corridor management
KW - Corridor preservation
KW - Decision making
KW - Environmental impact analysis
KW - Intergovernmental partnerships
KW - Land use planning
KW - Local government
KW - Long range planning
KW - Property acquisition
KW - Real estate development
KW - Regional planning
KW - Regulations
KW - Right of way (Land)
KW - State government
KW - Texas
KW - Transportation corridors
KW - Transportation planning
KW - Zoning
UR - https://trid.trb.org/view/868565
ER -
TY - RPRT
AN - 01108448
AU - Chen, Genda
AU - Wood, B
AU - Baird, J
AU - Izyumin, Igor
AU - Pommerenke, David
AU - Center for Transportation Infrastructure and Safety
AU - Research and Special Programs Administration
TI - Validation of Coaxial Cable Sensors for Dynamic Crack Detection in RC Columns Under Blast Loads
PY - 2008/07//Final Report
SP - 40p
AB - This study is aimed at validating the sensitivity and resolution of topology-based cable sensors with field testing of three columns, conducting the proof-of-concept tests of an Electrical Time-Domain Reflectometry (ETDR) measurement instrument for real-time detection of the location and time of cracks under cyclic loading, and detecting cracks in RC columns and correlating crack measurements with the strain values on nearby reinforcing bars. To achieve the project objectives, three columns were tested under blast loads: one control specimen and two retrofitted specimens. One cable sensor was installed on the rear (tension) face of each column prior to any strengthening. Proof-of concept blast tests indicated that the sensor and ETDR measurement instrument used during the tests shows the overall distribution of cracks and the location of plastic hinges. The sensitivity of the sensors for crack detection is high in comparison with the noise level. However, the local peaks were not observed for individual cracks due to the limited spatial resolution associated with the measurement instrument used during the blast tests. In the plastic hinge area, the time history of crack opening and closing corresponds well with the strain change measured from the nearby steel reinforcing bar. The large cracks observed during the blast were also seen after the blast was over, indicating the “memory” feature as observed from slowly loaded columns.
KW - Blast loads
KW - Coaxial cables
KW - Columns
KW - Crack detection
KW - Cracking
KW - Field tests
KW - Jacketing (Strengthening)
KW - Piles (Supports)
KW - Reinforced concrete
KW - Retrofitting
KW - Sensors
KW - Time domain reflectometers
UR - http://utc.mst.edu/documents/R207_CR.pdf
UR - https://trid.trb.org/view/868348
ER -
TY - RPRT
AN - 01108431
AU - Fernando, Emmanuel G
AU - Walker, Roger S
AU - Estakhri, Cindy K
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Flexible Base Ride Specification Development and Evaluation
PY - 2008/07//Technical Report
SP - 104p
AB - The Texas Department of Transportation (TxDOT) is implementing a ride specification that uses profile data collected with inertial profilers for acceptance testing of the finished surface. The ride specification, Item 585, is applicable for either hot-mix asphalt or Portland cement concrete pavements and uses the international roughness index computed from profile measurements to quantify the level of ride quality achieved from construction. Prior to this project, TxDOT did not have a standard ride specification for surface treatments over flexible base courses. Since this pavement type comprises a significant percentage of the state highway network, improving the ride quality of surface treatments is of concern to TxDOT engineers responsible for achieving ride quality standards within their districts. To this end, a standard ride specification was necessary to assure (among other factors) that surface treatments are built with acceptable levels of ride quality. This report documents the work performed to establish applicable criteria for a flexible base ride specification. Through a cooperative effort with TxDOT engineers, researchers evaluated proposed criteria using ride data collected from district projects and investigated the effect of texture on ride quality measurements. Based on the analyses of data collected from laboratory and field tests, researchers found that the requirements given in the flexible base ride specification are appropriate to use for acceptance testing of the ride quality of flexible base on surface treatment projects. Applicable recommendations for implementing the specification are provided in the report.
KW - Acceptance tests
KW - Asphalt pavements
KW - Base course (Pavements)
KW - Bituminous bases
KW - Concrete pavements
KW - Field tests
KW - Inertial road profilers
KW - International Roughness Index
KW - Laboratory tests
KW - Ride quality
KW - Road profiles
KW - Specifications
KW - Surface treatment (Pavements)
KW - Texture
UR - http://tti.tamu.edu/documents/0-4760-1.pdf
UR - https://trid.trb.org/view/868293
ER -
TY - RPRT
AN - 01108430
AU - Muller, Brian
AU - Johnson, Lynn E
AU - Wyckoff, John W
AU - Nuszdorfer, Fred
AU - University of Colorado, Denver
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Areawide Coordinated Cumulative Effects Analysis - Phase I
PY - 2008/07//Final Report
SP - 180p
AB - The Areawide Coordinated Cumulative Effects Analysis (ACCEA) project evaluated whether and how a spatial accounting approach can be used to identify the cumulative impacts on the environment that result from the incremental impacts of multiple transportation and other projects, and related urbanization at a regional scale. Spatial accounting methods were employed to inventory improvement or decline in the quality of key resources over multiple time periods, jurisdictions and projects. The tools of spatial accounting include (1) data typically housed in a geographic information system (GIS); (2) models for the evaluation of environmental effects resulting from transportation projects and programs; and (3) metrics such as indicators or thresholds, which can be used to assess the importance of change in resource qualities. The ACCEA project addressed a broad spectrum of environmental resources of concern, including land use and open space, and biological, water, cultural and community resources. Fourteen distinct resource areas were addressed during seven workshops held with resource experts representing transportation, environmental, and planning agencies and interest groups. A demonstration project was conducted which focused on land use change, habitat and water quality across the Denver metropolitan region. GIS and remote sensing tools were demonstrated to provide the means for data and models integration, thus providing a technical foundation for characterizing environmental effects. ACCEA was concluded to be feasible and can provide valuable support to both project-specific assessments of cumulative impacts as well as regional accounting of environmental resources relevant to transportation planning. The study results will facilitate the NEPA process by making information about cumulative effects analysis, environmental assessments, and environmental impact statements more readily available to those who are responsible for identifying and mitigating adverse environmental effects. The products of this project will be used to provide (1) general guidance and options for ACCEA transportation-related analysis in Colorado; and, (2) a review of opportunities for a coordinated approach in the Denver region.
KW - Biological resources
KW - Colorado
KW - Cultural resources
KW - Cumulative effects assessment
KW - Denver Metropolitan Area
KW - Environmental impacts
KW - Geographic information systems
KW - Habitat (Ecology)
KW - Land use
KW - Mathematical models
KW - Metrics (Quantitative assessment)
KW - Open space control
KW - Transportation planning
KW - Transportation projects
KW - Urbanization
KW - Water quality
KW - Water resources
UR - http://www.dot.state.co.us/Publications/PDFFiles/accea.pdf
UR - https://trid.trb.org/view/868316
ER -
TY - RPRT
AN - 01108428
AU - Rasmussen, Robert Otto
AU - Transtec Group, Incorporated
AU - Colorado Department of Transportation
AU - Federal Highway Administration
TI - Tire/Pavement and Environmental Traffic Noise Research Study: Interim Report – 2006 Testing
PY - 2008/07//Interim Report
SP - 147p
AB - This research study on tire-pavement noise is being conducted in response to the Colorado Department of Transportation's interest in traffic noise in general, and the tire/pavement interaction in particular. Following a rigid set of testing protocols, data are being collected on highway traffic noise characteristics along with safety and durability aspects of the associated pavements. The overall goal of this research project is to develop and execute a comprehensive, long-term study to determine if a particular pavement surface type and/or texture can be successfully used in Colorado to help satisfy Federal Highway Administration noise mitigation requirements. The study is needed to accomplish the following: Determine the noise generation/reduction characteristics of pavements as functions of pavement type, pavement texture, age, time, traffic loading, and distance away from the pavement; determine a correlation between source measurements including close-proximity (CPX) and on-board sound intensity (OBSI), and statistical pass-by (SPB) and time-averaged wayside measurements; and accumulate information that can be used for validation and verification of the accuracy of the FHWA Traffic Noise Model (TNM) to use on future Colorado highway projects. The information included in this report represents the first in a series of four measurements to be collected over a five-year period. While some of this information can be used immediately for decisions related to pavement design and specification, it is recommended that caution be exercised as the results from future testing will help assess the long-term acoustical durability of these pavement surfaces.
KW - Measurement
KW - Measuring methods
KW - Noise control
KW - Pavement design
KW - Sound intensity
KW - Texture
KW - Tire/pavement noise
KW - Traffic noise
KW - Traffic Noise Model
KW - Validation
UR - http://www.dot.state.co.us/Publications/PDFFiles/qpr.pdf
UR - https://trid.trb.org/view/868332
ER -
TY - RPRT
AN - 01108427
AU - Jung, Youn su
AU - Freeman, Thomas John
AU - Zollinger, Dan G
AU - Texas Transportation Institute
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Guidelines for Routine Maintenance of Concrete Pavement
PY - 2008/07//Technical Report
SP - 146p
AB - Concrete pavement has shown great performance in urban area and interstate highway settings for many years because of its low maintenance requirements and capability for long service life. However, rapidly increasing heavy traffic accelerates pavement deterioration and increases the need for more maintenance than in the past. If proper maintenance is not employed at low levels of deterioration, in a timely manner, acute degradation of pavement serviceability will occur and major repair costs may be needed. This report discusses the visual identification of various distress types and introduces evaluation techniques using nondestructive testing (NDT), which are key to determining proper routine maintenance activities. According to the areas selected from the simplified checklist of visual distress types, falling weight deflectometer (FWD) for structural condition evaluation, ground penetration radar (GPR) for detecting voids below the slab and the presence of trapped water, and dynamic cone penetrometer (DCP) for estimating the in situ strength of base and subgrade soils are used to provide current information on pavement condition for selection of needed repair methods using a simple, systematic decision process. Key routine maintenances activities are categorized into five levels: performance monitoring, preservative, functional concrete pavement repair (CPR), structural CPR, and remove and replace. During field investigations, poorly performing areas were identified and possible fixes determined as a means of guideline development.
KW - Concrete pavements
KW - Cone penetrometers
KW - Falling weight deflectometers
KW - Ground penetrating radar
KW - Guidelines
KW - Nondestructive tests
KW - Pavement distress
KW - Pavement maintenance
UR - http://tti.tamu.edu/documents/0-5821-1.pdf
UR - https://trid.trb.org/view/868302
ER -
TY - RPRT
AN - 01108426
AU - Li, Ming-Han
AU - Raut Desai, Aditya B
AU - Barrett, Michael E
AU - Texas Transportation Institute
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Underground Stormwater Quality Detention BMP for Sediment Trapping in Ultra-Urban Environments: Final Results and Design Guidelines
PY - 2008/07//Technical Report
SP - 94p
AB - Permanent stormwater quality structures in developed urban areas require the use of smaller footprint or underground structures. This project investigated if an underground treatment structure made from off-the-shelf precast concrete sections would exhibit the required sediment removal efficiency and involve minimum maintenance. The project consisted of a literature review of small footprint and underground stormwater treatment devices, their cost, performance, and maintenance considerations; and a physical model study to test the principles to be employed and construction of a full-scale prototype for proving the concepts. Research results of conceptual models, physical models and part of the prototype are documented in the first project report entitled “The Development of Nonproprietary Underground Stormwater Quality Structures," Report Number FHWA/TX-07/0-4611-1. These results demonstrate that extended detention can be used to remove suspended solids from stormwater. It also shows that maintenance will be needed to sustain the overall level of performance (in terms of sediment removal). While the efficiency of the structure is around 75 percent removal, approximately 17 percent of the solids discharged can be attributed to resuspension. This report documents experiments conducted on the prototype in an attempt to optimize sediment removal efficiency by reducing sediment resuspension. Design and maintenance guidelines are included in this report. In summary, several refinements show promise in significantly reducing the resuspension loading, which could increase the overall efficiency to over 80 percent with maintenance intervals in excess of twelve months.
KW - Best practices
KW - Design
KW - Detention basins
KW - Guidelines
KW - Literature reviews
KW - Maintenance
KW - Model basins
KW - Prototype tests
KW - Prototypes
KW - Runoff
KW - Sediment removal
KW - Sediment resuspension
KW - Urban areas
UR - http://tti.tamu.edu/documents/0-4611-2.pdf
UR - https://trid.trb.org/view/868285
ER -
TY - RPRT
AN - 01105373
AU - Chandrashekhara, K
AU - Center for Transportation Infrastructure and Safety
AU - Research and Special Programs Administration
TI - Pultruded Composites Using Soy-Based Polyurethane Resin
PY - 2008/07//Final Report
SP - 12p
AB - Fiber Reinforced Polymer (FRP) composites offer inherent advantages over traditional materials with regard to high strength-to-weight ratio, design flexibility, corrosion resistance, low maintenance, and extended service life. FRP materials can be used to replace traditional building materials like steel and wood. The application of composite materials will reduce cost and improve durability. One of the major cost drivers for composites is raw materials. Use of soybean-derived materials offers low cost raw materials. Development and performance evaluation of pultruded soy-based polyurethane composite panels is the focus of the proposed research. Soy-based polyurethane (PU) resin offers several benefits such as improved properties, faster production, and reduced volatile organic compounds (VOC) emissions. Missouri University of Science and Technology (MST) is collaborating with United Soybean Board (USB) to develop soy-based PU pultruded products for affordable housing and other commercial applications. Solid and core-filled pultruded parts will be manufactured at MST and the performance of these products will be evaluated. Based on the test results, the resin chemistry will be modified to achieve improved structural performance and also to incorporate more soy content in the formulation without property degradation.
KW - Composite materials
KW - Corrosion resistance
KW - Durability
KW - Fiber reinforced plastics
KW - Polyurethane resins
KW - Pultruded composites
KW - Service life
KW - Soy-based resins
KW - Soybeans
KW - Strength-to-weight ratio
UR - http://utc.mst.edu/documents/R211_CR.pdf
UR - https://trid.trb.org/view/865003
ER -
TY - RPRT
AN - 01105372
AU - Federal Transit Administration
TI - Profiles of 511 Traveler Information Services Update 2008
PY - 2008/07//Third Edition
SP - 78p
AB - This report was prepared to increase public awareness, access, and knowledge of the transit content within existing 511 traveler information services. This third edition provides descriptive profiles of each of the forty-one 511 traveler information services in operation within the United States, as of July 2008. It also includes a listing of the "Forty-One 511 Systems: Areas of Commonality and Uniqueness"—highlighting areas of information these systems share and identifying those pieces of traveler information unique to specific systems. Information was obtained directly from each 511 call-in telephone number, which can be accessed by any traveler. The 511 system provides an easy way to obtain travel information anywhere in the country, and helps travelers make better decisions on travel routes and modes. Of the 41 active 511 systems profiled in this report, 22 systems provide public transit information. Fourteen systems automatically transfer a caller, if requested, to a transit provider.
KW - 511 (National Travel Information Number)
KW - Metropolitan areas
KW - Public transit
KW - States
KW - Traveler information and communication systems
KW - Websites (Information retrieval)
UR - http://www.fta.dot.gov/documents/2008_511_Profiles.pdf
UR - https://trid.trb.org/view/865002
ER -
TY - RPRT
AN - 01104916
AU - Krogmeier, James V
AU - Bullock, Darcy M
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Statewide Wireless Communications Project; Volume 2: Inductive Loop Detection of Bicycles and Inductive Loop Signature Processing for Travel Time Estimation
PY - 2008/07//Final Report
SP - 47p
AB - The Statewide Wireless Communications Project was an umbrella project intended to support various Indiana Department of Transportation (INDOT) activities in the area of wireless communications. As these activities were conducted independently the report for the project is organized into three volumes. Volume 1 contains the results of satellite and cellular communications field testing undertaken in support of INDOT’s SiteManager application. Volume 1 also contains the results of an evaluation of spread spectrum radios for long-range communications. Volume 2 contains the results of detection zone evaluation for loop detection of bicycles and the results of testing algorithms for travel time estimation using vehicle re-identification based on inductive and micro-loop signatures. Finally, Volume 3 contains the results of preliminary testing of a vehicle-infrastructure integration application in road condition monitoring. In Volume 1 we found that SiteManager could not be adequately run over a satellite link because the long round trip delay of the communication link negatively interacted with SiteManager’s internal client-server communications protocol to severely reduce overall throughput. A solution to the problem was to use terminal emulation in the field with the client software running on a computer connected to the server via a high bandwidth, low delay link. The downside to the terminal emulation approach is that it requires that the field engineer have a communication link wherever the application is run. In Volume 1 we also found that current generation spread spectrum radio ranges in Indiana topography with antenna heights corresponding to signal arm mounting were on the order of 3 miles. This was too short by a factor of 3 to support a multihop network for traffic signal control and telemetry. In Volume 2 we developed a numerical technique for mapping the bicycle detection zones of loop detectors. A number of recommendations were made concerning loop geometry, depth, detector sensitivity, and pavement markings for purposes of improving bicycle detection. We also developed algorithms for travel time estimation based on vehicle signatures captured from commercially available inductive and micro-loop detector cards. The travel time estimation algorithms were field tested and show promise. In Volume 3 a prototype road condition monitoring system was built upon a passenger van platform and preliminary field testing and data analysis was done. Algorithms were developed to address positional uncertainties present in GPS measurements in order to allow the averaging of data taken in multiple independent runs. The results were also field tested using INDOT’s Laser Profiling vehicle.
KW - Bicycle travel
KW - Cellular telephones
KW - Communications satellites
KW - Field tests
KW - Indiana
KW - Loop detectors
KW - Transportation planning
KW - Vehicle infrastructure integration
KW - Wireless communication systems
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2567&context=jtrp
UR - https://trid.trb.org/view/864552
ER -
TY - RPRT
AN - 01104832
AU - Krogmeier, James V
AU - Bullock, Darcy M
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Statewide Wireless Communications Project; Volume 1: Communications Field Tests for Satellite, Cellular, and Spread Spectrum Radio
PY - 2008/07//Final Report
SP - 39p
AB - The Statewide Wireless Communications Project was an umbrella project intended to support various Indiana Department of Transportation (INDOT) activities in the area of wireless communications. As these activities were conducted independently the report for the project is organized into three volumes. Volume 1 contains the results of satellite and cellular communications field testing undertaken in support of INDOT’s SiteManager application. Volume 1 also contains the results of an evaluation of spread spectrum radios for long-range communications. Volume 2 contains the results of detection zone evaluation for loop detection of bicycles and the results of testing algorithms for travel time estimation using vehicle re-identification based on inductive and micro-loop signatures. Finally, Volume 3 contains the results of preliminary testing of a vehicle-infrastructure integration application in road condition monitoring. In Volume 1 we found that SiteManager could not be adequately run over a satellite link because the long round trip delay of the communication link negatively interacted with SiteManager’s internal client-server communications protocol to severely reduce overall throughput. A solution to the problem was to use terminal emulation in the field with the client software running on a computer connected to the server via a high bandwidth, low delay link. The downside to the terminal emulation approach is that it requires that the field engineer have a communication link wherever the application is run. In Volume 1 we also found that current generation spread spectrum radio ranges in Indiana topography with antenna heights corresponding to signal arm mounting were on the order of 3 miles. This was too short by a factor of 3 to support a multihop network for traffic signal control and telemetry. In Volume 2 we developed a numerical technique for mapping the bicycle detection zones of loop detectors. A number of recommendations were made concerning loop geometry, depth, detector sensitivity, and pavement markings for purposes of improving bicycle detection. We also developed algorithms for travel time estimation based on vehicle signatures captured from commercially available inductive and micro-loop detector cards. The travel time estimation algorithms were field tested and show promise. In Volume 3 a prototype road condition monitoring system was built upon a passenger van platform and preliminary field testing and data analysis was done. Algorithms were developed to address positional uncertainties present in GPS measurements in order to allow the averaging of data taken in multiple independent runs. The results were also field tested using INDOT’s Laser Profiling vehicle.
KW - Bicycle travel
KW - Cellular telephones
KW - Communication systems
KW - Field tests
KW - Global Positioning System
KW - Indiana
KW - Loop detectors
KW - Satellite communication
KW - Transportation planning
KW - Vehicle infrastructure integration
KW - Wireless communication systems
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2566&context=jtrp
UR - https://trid.trb.org/view/864553
ER -
TY - RPRT
AN - 01104826
AU - Krogmeier, James V
AU - Bullock, Darcy M
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Statewide Wireless Communications Project; Volume 3: Data Collection and Signal Processing for Improvement of Road Profiling and Proof of Concept of a Vehicle-Infrastructure Based Road Surface Monitoring Application
PY - 2008/07//Final Report
SP - 33p
AB - The Statewide Wireless Communications Project was an umbrella project intended to support various INDOT activities in the area of wireless communications. As these activities were conducted independently the report for the project is organized into three volumes. Volume 1 contains the results of satellite and cellular communications field testing undertaken in support of INDOT’s SiteManager application. Volume 1 also contains the results of an evaluation of spread spectrum radios for long-range communications. Volume 2 contains the results of detection zone evaluation for loop detection of bicycles and the results of testing algorithms for travel time estimation using vehicle re-identification based on inductive and micro-loop signatures. Finally, Volume 3 contains the results of preliminary testing of a vehicle-infrastructure integration application in road condition monitoring. In Volume 1 we found that SiteManager could not be adequately run over a satellite link because the long round trip delay of the communication link negatively interacted with SiteManager’s internal client-server communications protocol to severely reduce overall throughput. A solution to the problem was to use terminal emulation in the field with the client software running on a computer connected to the server via a high bandwidth, low delay link. The downside to the terminal emulation approach is that it requires that the field engineer have a communication link wherever the application is run. In Volume 1 we also found that current generation spread spectrum radio ranges in Indiana topography with antenna heights corresponding to signal arm mounting were on the order of 3 miles. This was too short by a factor of 3 to support a multihop network for traffic signal control and telemetry. In Volume 2 we developed a numerical technique for mapping the bicycle detection zones of loop detectors. A number of recommendations were made concerning loop geometry, depth, detector sensitivity, and pavement markings for purposes of improving bicycle detection. We also developed algorithms for travel time estimation based on vehicle signatures captured from commercially available inductive and micro-loop detector cards. The travel time estimation algorithms were field tested and show promise. In Volume 3 a prototype road condition monitoring system was built upon a passenger van platform and preliminary field testing and data analysis was done. Algorithms were developed to address positional uncertainties present in GPS measurements in order to allow the averaging of data taken in multiple independent runs. The results were also field tested using INDOT’s Laser Profiling vehicle.
KW - Bicycle travel
KW - Cellular telephones
KW - Communication systems
KW - Field tests
KW - Global Positioning System
KW - Satellite communication
KW - Transportation planning
KW - Travel time
KW - Vehicle infrastructure integration
KW - Wireless communication systems
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=2568&context=jtrp
UR - https://trid.trb.org/view/864554
ER -
TY - RPRT
AN - 01104049
AU - Priest, George R
AU - Allan, Jonathan C
AU - Niem, Alan R
AU - Niem, Wendy A
AU - Dickenson, Stephen E
AU - Oregon Department of Geology and Mineral Industries
AU - Oregon Department of Transportation
AU - Federal Highway Administration
TI - Johnson Creek Landslide Research Project, Lincoln County, Oregon
PY - 2008/07//Final Report
SP - 227p
AB - A five-year study indicates that the Johnson Creek landslide moves in response to intense rainfall that raises pore water pressure throughout the slide in the form of pulses of water pressure traveling from the headwall graben down the axis of the slide at rates of 1.4 to 2.5 m/hr in the upper part and 3.5 m/hr to virtually instantaneous in the middle part. Vertical arrays of piezometers measured infiltration at rates of only 50 mm/hr, so infiltration is too slow to affect saturated water pressure except in the headwall graben. The hydraulic gradient through the slide mass is small and groundwater flow appears to be nearly horizontal, roughly parallel to the slide plane. These observations and the rapidity of pressure transmission are consistent with a high effective hydraulic conductivity throughout the slide mass. Westward slope of the piezometric surface is consistent with better drainage in the western part of the slide. Movement episodes proceed by en masse movement when threshold pore pressures are reached followed by faster and faster movement of the middle portion of the slide when pore water pressure there rises above ~9.4 to 10.8 m head above the slide plane. In January 2003, slide velocity increased by an order of magnitude when head above the slide plane at the middle observation site reached 11.4 m while the western site reached ~9 m, ~2 m above its maximum for the following four winter seasons. Antecedent rainfall correlating with this accelerated movement was mean precipitation of 0.84 m in the previous 60 days and 2.1 mm/hr in the 62 hours immediately before the movement. Antecedent deformation correlating with the accelerated movement was extension of 1 cm in the lower part of the slide, possibly raising effective hydraulic conductivity there. This increased hydraulic conductivity may have caused a uniquely rapid pore pressure response in the lower part of the side and the unique 2-m increase in head. With respect to engineering solutions for slide mitigation, the reduction of water pressures at the headwall graben by dewatering (e.g., drains or pumps) should be effective given the inferred high hydraulic conductivity of the slide and sensitivity to pressure change at the graben. Limit equilibrium stability analyses indicate that 3 m of erosion would destabilize the slide for most of the winter season. This finding suggests that buttressing the toe of the slide is an effective long-term remediation option.
KW - Dewatering
KW - Erosion control
KW - Grabens
KW - Groundwater
KW - Hydraulic gradient
KW - Johnson Creek Landslide (Oregon)
KW - Landslide remediation
KW - Landslides
KW - Mitigation measures (Landslides)
KW - Permeability coefficient
KW - Pore water pressures
UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR356_Johnson_Cr.pdf
UR - https://trid.trb.org/view/864197
ER -
TY - ABST
AN - 01464458
TI - Synthesis of Information Related to Highway Problems. Topic 40-06. Advanced Practices in Travel Forecasting
AB - Transportation Research Board (TRB) Special Report 288 calls for...development and implementation of new modeling approaches to demand forecasting that are better suited to providing reliable information for such applications as multimodal investment analyses, operational analyses, environmental assessments, evaluations of a wide range of policy alternatives, toll-facility revenue forecasts, freight forecasts, and meeting federal and state regulatory requirements. Many Metropolitan Planning Organizations and states have developed or begun development of advanced travel forecasting models. This growing interest in advanced modeling reflects a greater understanding of the deficiencies of trip-based models in analyzing the complex range of policy variables. Workshop 127 of the 2008 TRB Annual Meeting featured presentations from 10 U.S. metropolitan areas that have advanced models in various stages of development, from full deployment to preliminary planning. Yet there has been no systematic effort to document knowledge from or experience with advanced practices that could be transferred to the larger travel modeling community. Many of the advanced models developed have been documented internally or described piecemeal in the literature. In other cases practitioners have valuable but undocumented information that could be found from survey or interview. This synthesis of experience and knowledge of advanced practices for metropolitan, statewide, and freight forecasting will be useful to agencies wishing to transition to advanced modeling practices in the coming decade.
KW - Best practices
KW - Forecasting
KW - Metropolitan planning organizations
KW - Operating revenues
KW - Policy
KW - Policy making
KW - Traffic forecasting
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2524
UR - https://trid.trb.org/view/1232688
ER -
TY - ABST
AN - 01462796
TI - Development and Evaluation of Selected Mobility Applications for VII
AB - The performance of our roadway transportation system has long been limited by the low level of integration between vehicles and the roadway infrastructure, which have traditionally operated almost independently (except for the tire/pavement contact patch). The wireless DSRC data communication system being developed under the Vehicle-Infrastructure Integration (VII) initiative offers an extraordinary opportunity to connect the vehicles and roadway infrastructure (and vehicles with each other) so that they can operate as a truly integrated transportation system. Although such integration has been implemented for a long time in the rail and air transport modes (and to some extent in the marine mode as well), it has been elusive until now in the much larger road transportation system.
KW - Applications
KW - Development
KW - Evaluation and assessment
KW - Mobility
UR - https://trid.trb.org/view/1231019
ER -
TY - RPRT
AN - 01162469
AU - Kim, Sungyop
AU - Ulfarsson, Gudmundur F
AU - Shearer, Richard
AU - University of Missouri, Kansas City
AU - Missouri Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Experimental Traffic Sign – Signal Photo-enforced
PY - 2008/06/30/Final Report
SP - 37p
AB - This project evaluated current and experimental photo-enforced signs. The evaluation was performed using three surveys conducted in the City of Arnold, Missouri where four photo-enforced signalized intersections exist. A total of 675 complete survey forms were collected and analyzed for this study. This study found that the experimental sign has potential to improve traffic safety at signalized intersections by facilitating drivers’ correct identification of the sign at high-risk intersections. The experimental sign was more correctly identified by survey participants than the current signs (79.6% vs. 75.1%). Also, this study found that older drivers (age 65+) more correctly identified the meaning of the experimental sign compared to the current signs (75.8% vs. 62.5%). This indicates that the experimental sign has potential to improve intersection safety by better delivering its intended meaning particularly to older drivers.
KW - Aged drivers
KW - Arnold (Missouri)
KW - Design
KW - Photo-enforcement
KW - Signalized intersections
KW - Surveys
KW - Traffic safety
KW - Traffic signs
UR - http://library.modot.mo.gov/RDT/reports/Ri06007/or08020.pdf
UR - https://trid.trb.org/view/923470
ER -
TY - RPRT
AN - 01118683
AU - Cluett, Chris
AU - Gopalakrishna, Deepak
AU - Balke, Kevin
AU - Kitchener, Fred
AU - Osborne, Leon
AU - Battelle Seattle Research Center
AU - Federal Highway Administration
TI - Integrating Weather in TMC Operations
PY - 2008/06/30/Evaluation Report
SP - v.p.
AB - This report presents the results of a study of the integration of weather information into Transportation Management Centers (TMCs). Based on an earlier report that examined the nature and extent of weather integration experience across the country and identified best practices, this study examines the efforts of two selected TMC to evaluate their weather integration needs and develop a detailed weather integration plan. The project team selected these TMCs based on their motivation to participate and worked closely with them as they executed a self-evaluation process developed as part of this project. A Self-Evaluation Guide was designed and implemented in an electronic database format to assist the TMCs in working through a series of steps that identified their weather conditions, the impacts weather has on their operations, their current level of weather integration in the TMC, and their expressed needs for enhanced integration. The Self-Evaluation Guide then offered a set of possible integration strategies that the TMC could select and incorporate into their weather integration plan that would serve to meet their indicated integration aspirations. The study reviewed relevant literature on weather integration, incorporated insights from the review into the development of the Self-Evaluation Guide, and identified lessons learned from the experiences of working with the two TMCs. Based on this experience the Self-Evaluation Guide was further refined several times, and a set of recommendations are offered for a possible future course of action of the Federal Highway Administration's Road Weather Management Program.
KW - Evaluation and assessment
KW - Integration
KW - Needs assessment
KW - Road weather information systems
KW - Traffic control centers
KW - Weather conditions
UR - http://ntl.bts.gov/lib/30000/30900/30940/Integrating_Weather_in_TMC_Operations_-_ITS_Report.pdf
UR - https://trid.trb.org/view/877912
ER -
TY - RPRT
AN - 01115469
AU - Cluett, Chris
AU - Gopalakrishna, Deepak
AU - Balke, Kevin
AU - Kitchener, Fred
AU - Osborne, Leon
AU - Battelle Seattle Research Center
AU - Federal Highway Administration
TI - Integration of Weather Information in Transportation Management Center Operations: Self-Evaluation and Planning Guide
PY - 2008/06/30/Evaluation Report
SP - 111p
AB - The Federal Highway Administration’s Road Weather Management Program is helping to reduce the adverse impacts of weather on the transportation system by assisting agencies in integrating weather information and technologies into their daily Transportation Management Center (TMC) operations. In order to achieve this goal the TMCs have to evaluate their needs for weather integration and develop a plan to implement strategies that meet those needs. This report presents a self-evaluation guide that helps a TMC identify the relevant weather events in their jurisdiction, determine the type and magnitude of impacts those events have on their transportation system and on TMC operations and traffic management responsibilities, identify current strategies for managing the impacts of weather, prioritize their identified needs for weather information application and integration, and identify integration strategies and solutions that are best suited to meeting the TMC’s high priority needs. The results of the self-evaluation serve as input to support the preparation of a weather information integration plan for TMCs. This report is a companion document to the electronic database version of the guide.
KW - Highway operations
KW - Highway traffic control
KW - Road weather information systems
KW - Road Weather Management Program
KW - Traffic control centers
KW - Transportation planning
KW - Weather conditions
UR - http://ntl.bts.gov/lib/30000/30400/30471/14437.pdf
UR - https://trid.trb.org/view/874803
ER -
TY - RPRT
AN - 01111302
AU - Civjan, Scott A
AU - Crellin, Benjamin J
AU - University of Massachusetts, Amherst
AU - New England Transportation Consortium
AU - Department of Transportation
TI - Field Studies of Concrete Containing Salts of an Alkenyl-Substituted
Succinic Acid
PY - 2008/06/30/Final Report
SP - 135p
AB - The effects of the corrosion inhibitor Hycrete DSS on the physical characteristics of concrete, at full production scale, were evaluated. An extensive literature review, methods for using Hycrete DSS in standard concrete mix designs, results from standardized testing of concrete mixes and implementation projects are presented. Experimental testing included 6 large-scale pours at 3 ready-mixed concrete plants in New England and 1 precast concrete facility. A total of 10 Hycrete DSS mixes and 5 representative control mixes were tested. In these large scale tests it was found Hycrete DSS has no detriment to workability and entrained air at desired levels could be obtained consistently. The absorption of hardened concrete containing Hycrete DSS was less than half of values obtained in the control mixes. If no alterations were made to a mix design, Hycrete DSS was found to reduce the compressive strength of a concrete mix in comparison to the control, with related impact on freeze-thaw durability and bond strength. However the required design parameters for each mix were met or exceeded. Four applications, including methods for long term corrosion monitoring, were chosen as potential implementation projects. Two projects were completed; major structural components of a ferry terminal (Maine) and a bridge curb (Vermont). Initial ferry terminal concrete batching procedures required modifications to meet specified air content. Other considered implementations included patching of deteriorated overpass bridge bent columns (Massachusetts) and large precast culverts (New York). Highway barriers previously implemented by the Connecticut Department of Transportation (Connecticut) are also described.
KW - Admixtures
KW - Corrosion resistant materials
KW - Entrained air
KW - Hycrete DDS
KW - Physical properties
KW - Reinforced concrete
KW - Reinforcing steel
KW - Workability
UR - http://www.uvm.edu/~transctr/pdf/netc/netcr73_03-2.pdf
UR - https://trid.trb.org/view/869608
ER -
TY - RPRT
AN - 01110155
AU - Popovetsky, Irving
AU - Psmythe, A Brandon
AU - Pham, Amber
AU - CASE Associates Incorporated
AU - ProStructure Consulting, LLC
AU - Federal Transit Administration
TI - Independent Verification and Validation of Washington State Ferries' Wireless High Speed Data Project
PY - 2008/06/30/Final Report
SP - 83p
AB - The following Independent Verification and Validation (IV&V) report documents and presents the results of a study of the Washington State Ferries Prototype Wireless High Speed Data Network. The purpose of the study was to evaluate and determine if real-time security monitoring applications could be consistently available from shore during the vessels’ normal daily operations as well as in emergency situations. The Washington State Ferries Prototype Wireless High Speed Data network project aims to demonstrate new technologies that may provide real-time surveillance capabilities and records for law enforcement agencies in the event of an emergency. Research methodologies included full-scale monitoring tests in combination with data collection phases over multiple weeks. These results were applied to track and evaluate high-speed wireless connections from the ferries to shore. It is the specific intent of this study to determine if the prototype network provides reliable connectivity, and protection against radio eavesdropping, network-based viruses, worms, and traffic floods. The findings of the study were a result of multiple weeks of data collection from communication equipment placed on board the Washington State Ferry vessels. The intended audience of this report is government agencies wishing to implement secure high-speed mobile wireless data networks. The technical nature of the findings and recommendations in this report are intended to help technical teams make decisions regarding technology and implementation choices when building new wireless networks.
KW - Ferries
KW - High speed data system
KW - Prototypes
KW - Security
KW - Ship-to-shore communications
KW - Verification and validation checks
KW - Washington State Ferries
KW - Wireless communication systems
UR - http://www.fta.dot.gov/documents/CAI-PSC-IVandV-Report-20080902.pdf
UR - https://trid.trb.org/view/869725
ER -
TY - RPRT
AN - 01109938
AU - Li, Zongzhi
AU - Madanu, Sunil Kumar
AU - Illinois Institute of Technology
AU - Wisconsin Department of Transportation
AU - Research and Innovative Technology Administration
AU - Midwest Regional University Transportation Center
TI - A Methodology for Integrating Roadway Safety Hardware Management into the Overall Highway Asset Management Program
PY - 2008/06/30/Final Report
SP - 147p
AB - Over the past two decades, state transportation agencies have developed management systems as analytical tools to support investment decision-making in Statewide Transportation Improvement Programs (STIP) and long-range plans. The most common management systems dealing with physical highway assets are those for pavements, bridges, and maintenance. In addition, there are management systems handling highway system operations, namely, congestion and safety. However, most state transportation agencies have not developed adequate management systems for roadway safety hardware assets such as roadway signs; signals; lighting; support and structure for signs, signals, and lighting; guardrails, barriers, and crash cushions; pavement markings; and traffic detecting devices. Cost-effective maintenance, rehabilitation, and upgrade/replacement of roadway safety hardware elements are vital to the safe and efficient operation of highways. The study began with review of literature on roadway safety hardware management. Questionnaire surveys were conducted to synthesize the current state-of-practice for managing roadway safety hardware assets across the country. Subsequent to administering the questionnaire surveys, a structured outline of questions was prepared to help conduct case studies aimed to obtain in-depth information on safety hardware asset management programs in the 12 Midwest states defined by the U.S. Census Bureau, as well as the state of Tennessee. Based on the findings of literature review, questionnaire surveys, and case studies, a methodology was proposed for roadway safety hardware data integration, primarily focusing on inventory process, data collection, and database management; and for estimating the benefits and costs of highway safety hardware projects proposed for implementation for highway segments and intersections. Finally, a new analytical framework was proposed for long-term and short-term roadway safety hardware investment programming and project selection. The analytical framework can also be adopted by state transportation agencies for integrating roadway safety hardware and general safety management, as well as pavement, bridge, and maintenance management by simultaneously considering candidate projects associated with the corresponding types of highway assets in the optimization models for project selection.
KW - Asset management
KW - Barriers (Roads)
KW - Case studies
KW - Crash cushions
KW - Guardrails
KW - Lighting columns
KW - Literature reviews
KW - Median barriers
KW - Questionnaires
KW - Roadway safety hardware management systems
KW - Sign supports
KW - State of the practice
KW - Surveys
KW - Traffic control devices
UR - http://tam.transportation.org/Documents/TAM%20Files%20-%20Asset%20Mgmt%20101/MRUTC_project_08-06_RSHAMS_Project%C2%A0report_final.pdf
UR - https://trid.trb.org/view/869578
ER -
TY - RPRT
AN - 01108771
AU - McCann, Roy
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Development of an Intermodal Container Load Status and Security Monitoring System
PY - 2008/06/30/Final Report
SP - 107p
AB - There is increasing concerns regarding national security risks associated with international freight and cargo shipments. The existing container/trailer security monitoring systems for transportation logistics use conventional methods and technologies such as video cameras, infrared sensors and ultrasonic proximity sensors (line of sight configuration). However high cost, failures owing to adverse weather conditions, inaccurate detection of cargo condition due to variable material/configurations encountered in freight transport are some of the reasons for the limited success of conventional monitoring systems. This research applies signal processing techniques to the analysis of acoustical responses which contributes toward the development of an intermodal container load status and security monitoring system. In this manner, the drawbacks of the existing conventional methods are reduced by incorporating the recent advances in radio frequency identification (RFID) technology and acoustical signature monitoring (ASM). Experimental results are given demonstrating that the concept of ASM is an effective technique for improved monitoring and load status assessment of intermodal containers and trailers.
KW - Acoustic signature
KW - Cargo handling
KW - Container traffic
KW - Freight handling
KW - Freight traffic
KW - Freight transportation
KW - Infrared detectors
KW - Intermodal transportation
KW - International trade
KW - Monitoring
KW - Radio frequency identification
KW - Sensors
KW - Tractor trailer combinations
UR - http://www.uark.edu/rd_engr/MBTC/MBTC_-_2084(1).pdf
UR - https://trid.trb.org/view/865760
ER -
TY - RPRT
AN - 01108712
AU - Pohl, Edward A
AU - Nangia, Shikha
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Risk Modeling, Assessment and Management
PY - 2008/06/30/Final Report
SP - 27p
AB - Since the events of September 11th 2001, there has been a lot of emphasis placed on increasing the security of our nation’s infrastructure. The federal government has increased spending on homeland security by $14 Billion over pre-September 11th funding levels. Total expenditures on Homeland Security in the 2003 Budget are on the order of $31 Billion dollars. A significant amount of that funding will be spent on securing our transportation infrastructure. Key to spending those dollars wisely will be the development of an adequate risk analysis, mitigation and management plan for each of the various transportation sectors. While the majority of focus has been on the Airline industry, the other elements of the transportation sector (trucking, rail, ship) are at risk to terrorist activity. In order to properly expend those valuable resources, future managers and engineers must understand the components of risk, how to analyze, mitigate, and manage it. Examining the curriculum of the transportation program as well as the curriculum of the other supporting departments in the University, one quickly notices a lack of a formal course on risk modeling, assessment, and management in the design, acquisition, implementation, and operation of these types of systems. Thus, graduates of these programs will be entering their field with a lack of understanding of risk and the tools necessary to model and manage it. The objectives of this effort will be to develop a senior/first year graduate level course on risk analysis. This course will begin with an introduction to systems engineering and an illustration of where and when risk analysis tools are used in the various stages of a systems life cycle. The course will identify methodologies for identifying risk, the role risk plays in each of the different phases of a transportation systems life cycle. Special emphasis will be placed on security risks to the transportation industry. The course will illustrate tools for making decisions under risk, techniques for trading off multiple objectives, as well the probability and statistical tools necessary to build and analyze models that can assist in identifying risks to the systems under study. Applicable case studies from the transportation literature will be developed and utilized in the course to illustrate the various tools and techniques to the students.
KW - Infrastructure
KW - National security
KW - Risk analysis
KW - Risk assessment
KW - Risk management
KW - Safety and security
KW - System design
KW - Systems analysis
UR - http://www.uark.edu/rd_engr/MBTC/MBTC_-_2061(1).pdf
UR - https://trid.trb.org/view/865759
ER -
TY - RPRT
AN - 01106138
AU - Thakuriah, Piyushimita
AU - Sriraj, P S
AU - Soot, Siim
AU - Persky, Joseph
AU - University of Illinois, Chicago
AU - Community Transportation Association
AU - Federal Transit Administration
TI - Economic Benefits of Employment Transportation Services
PY - 2008/06/30/Final Report
SP - 269p
AB - This report examines the benefits that accrue from employment transportation services implemented as a result of changes in welfare policy, namely the Personal Responsibility and Work Opportunity Reconciliation Act (PRWORA) of 1996. Employment transportation services were developed to provide access to jobs for people who otherwise have few transportation options, either because public transportation is not available to their work locations (or for employment-supportive trips such as daycare, schools, job-training or for job search activities) or because they cannot afford to own and operate a private vehicle. The employment transportation services examined in this study have been funded by the Federal Transit Administration (FTA) of the U.S. Department of Transportation, human service agencies, labor and workforce development agencies, other federal, state, and local agencies, as well as non-profit organizations and private sector companies. Employment transportation services include: traditional fixed-route bus or demand-responsive services operated by local transit agencies; rideshare programs, shuttle, or charter services provided by non-profit organizations, employers or employment agencies; information services and mobility brokers that link information on jobs with transportation to those jobs; and car programs that fund ownership and use of private vehicles by low-income workers.
KW - Access to jobs
KW - Bus transit
KW - Charter operations
KW - Demand responsive transportation
KW - Economic benefits
KW - Employment transportation
KW - Low income groups
KW - Public transit
KW - Ridesharing
KW - Shuttle service
KW - Transit services
KW - Welfare recipients
KW - Welfare to work
UR - http://www.utc.uic.edu/research/reports/Thakuriah_Final_Report2008.pdf
UR - https://trid.trb.org/view/865239
ER -
TY - RPRT
AN - 01105099
AU - Department of Transportation
TI - Review of FAA’s Safety Oversight of Airlines and Use of Regulatory Partnership Programs
PY - 2008/06/30
SP - 18p
AB - This report presents the interim results of the U.S. Department of Transportation Office of Inspector General's (OIG's) review of the Federal Aviation Administration’s (FAA) oversight of airlines’ regulatory partnership programs and its national program for risk based oversight, the Air Transportation Oversight System (ATOS). OIG initiated this review in response to a February 6, 2008, request from the Chairman of the House Committee on Transportation and Infrastructure. Specifically, the Chairman requested that OIG determine whether FAA thoroughly investigated whistleblowers’ complaints regarding FAA’s oversight of Southwest Airlines (SWA). The whistleblower allegation focused on SWA’s failure to follow a critical FAA airworthiness directive (AD) and an FAA inspector’s role in allowing the air carrier to continue flying aircraft in violation of the AD. The FAA directive in this case required SWA to inspect the fuselages of its Boeing 737s for potential cracks that could lead to rapid decompression and fatal accidents. FAA issued this directive after an Aloha Airlines 737 lost a major portion of its hull while in flight at 24,000 feet in 1988, resulting in one fatality and multiple injuries. The Chairman also requested that OIG determine whether FAA took corrective actions in a timely manner. The objectives of OIG's initial review were to determine (1) the thoroughness of FAA’s investigation of the whistleblower allegations and (2) the type and timeliness of corrective actions taken by FAA in response to any inappropriate inspector actions. At the request of Congress, OIG continues to review FAA’s air carrier oversight processes to determine if there are areas in which FAA could strengthen its oversight.
KW - Airlines
KW - Airworthiness
KW - Aviation safety
KW - Inspection
KW - Oversight
KW - Partnerships
KW - Quality control
KW - Regulation
KW - Southwest Airlines
KW - U.S. Federal Aviation Administration
UR - http://www.oig.dot.gov/sites/dot/files/pdfdocs/SWA_Report_Issued.pdf
UR - https://trid.trb.org/view/863873
ER -
TY - RPRT
AN - 01104048
AU - Matta, Fabio
AU - Nanni, Antonio
AU - Ringelstetter, Thomas E
AU - Bank, Lawrence C
AU - Center for Transportation Infrastructure and Safety
AU - Research and Special Programs Administration
TI - Accelerated Construction of Bridge 14802301, Greene County, Missouri, with Prefabricated Stay-in-Place Glass Fiber Reinforced Polymer Reinforcement
PY - 2008/06/30/Final Report
SP - 67p
AB - In the two-year project reported herein, a new prefabricated stay-in-place (SIP) glass fiber reinforced polymer (GFRP) reinforcing system for the accelerated construction of bridge decks was developed and implemented in the reconstruction of Bridge 1482301 in Greene County, Missouri, USA. The owner opted for the replacement of the 70-year old bridge due to the severe corrosion-induced deterioration of the superstructure. A significant joint effort was required for the concept development, design, analysis, detailing, full-scale laboratory validation, development of project special provisions, and construction planning and execution. Related tasks were completed in coordination between Missouri University of Science and Technology and the University of Wisconsin-Madison, FRP reinforcement manufacturers, the Greene County Highway Department (owner), the engineer-of-record, and the designated contractor. The project demonstrated a technology that combines the superior durability of internal FRP reinforcement for concrete, and the substantial constructability advantages that derive from the use of lightweight advanced composite systems engineered in an innovative, integrated stay-in-place form.
KW - Accelerated construction
KW - Bridge decks
KW - Glass fiber reinforced plastics
KW - Greene County (Missouri)
KW - Reconstruction
KW - Reinforced concrete bridges
KW - Stay-in-place forms
UR - http://utc.mst.edu/documents/R154_CR.pdf
UR - https://trid.trb.org/view/864109
ER -
TY - RPRT
AN - 01148573
AU - Alston, Wilton
AU - Timcho, Thomas
AU - Battelle Memorial Institute
AU - Department of Transportation
TI - Final Report for ITS Standards Testing of ATC 2070 and ITS Cabinet as deployed in Harris County, TX
PY - 2008/06/27/Final Test Report
SP - 290p
AB - This Final Report includes all of the findings and recommendations resulting from Battelle‘s static review, detailed interviews and onsite testing activity related to the ITS Standards deployed and currently in use for transportation management systems, specifically, traffic signal control, in Harris County, TX. The standards reviewed include the Advanced Transportation Controller Standard for the Type 2070 Controller, v02.03, dated March 12, 2004 and the ITS Cabinet Standard v01.02.17b, dated November 16, 2006. The outcome of this effort, through a series of both subjective and objective evaluation criteria, is to determine the suitability, effectiveness and interoperability and interchangeability, of the standard, and to provide this feedback to the standards development organizations that are drafting the standards. This testing effort is not an evaluation of the site‘s conformance to the standard and should not be construed as such.
KW - Advanced Transportation Controller
KW - Controller cabinet
KW - Highway traffic control
KW - Intelligent transportation systems
KW - Interoperability
KW - Standards
KW - Testing
KW - Traffic signal controllers
UR - http://ntl.bts.gov/lib/31000/31300/31398/14476.htm
UR - http://ntl.bts.gov/lib/31000/31300/31398/14476_files/14476.pdf
UR - https://trid.trb.org/view/908290
ER -
TY - ABST
AN - 01462570
TI - Synthesis of Information Related to Transit Problems. Topic SA-22. Bus Rail Preferential Treatments in Mixed Traffic
AB - Transit preferential treatments in mixed traffic environments have the potential to increase transit operating speeds and improve reliability and safety. Such treatments may include passenger stop consolidation; traffic signal coordination, phasing, and priority; and street design (bulbs/curb extensions, bypass lanes, signage, striping, etc). A number of U.S. and Canadian properties have experimented with transit preferential treatments with varying degrees of success. While real monetary and personnel savings are not always achievable, even the most basic of measures can yield performance improvements in terms of reliability. Along with the increasing number of systems is the increase in the number of methods for providing transit preferential treatments to maintain safe, reliable and efficient progression in an urban/suburban environment. This synthesis shall have two parts. A survey is needed to document 1--the various preferential treatments currently in operation and the characteristics of each and 2--selected case studies implemented by transit agencies and jurisdictions with authority over streets and signals.
KW - Arterial highways
KW - Bus stops
KW - Bus transit
KW - Bus transit operations
KW - Light rail transit
KW - Operating speed
KW - Public transit
KW - Stopping
KW - Traffic signal control systems
KW - Transit operating agencies
KW - Vehicle mix
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2532
UR - https://trid.trb.org/view/1230791
ER -
TY - ABST
AN - 01462568
TI - Synthesis of Information Related to Transit Problems. Topic SH-09. Current Practices of Greenhouse Gas Emissions Savings from Transit
AB - The Transportation Research Board's special report 251, Toward a Sustainable Future, identified transit investments as one of a handful of strategies to reduce greenhouse gas emissions from the transportation sector. By moving more people with fewer vehicles, public transportation can reduce greenhouse gas emissions. Transit can also reduce greenhouse gas emissions by facilitating compact development, which conserves land and decreases the distances people need to travel to reach destinations. Finally, transit can minimize its own greenhouse gas emissions by using efficient vehicles, alternative fuels, and decreasing the impact of its construction and operations. Over 800 mayors across the United States have signed a U.S. Conference of Mayors agreement to reduce greenhouse gas emissions and numerous states have passed legislation to reduce emissions. A synthesis would be helpful to state and local governments considering how to reduce greenhouse gas emissions in the transportation sector. It would also help transit agencies choose between available vehicle and fuel types based on their greenhouse gas emissions. The synthesis report would contribute to the Federal Transit Administration's (FTA's) strategic research Goal 5: "Protect the Environment and Promote Energy Independence." This report would synthesize available information and produce a compendium of the knowledge available on transit's ability to reduce greenhouse gas emissions. This would also include discussion of the potential to reduce greenhouse gas emissions by increasing ridership on existing transit, shifting single occupancy vehicle travel to targeted new transit investments, using transit to facilitate compact development, and minimizing transit's emissions from its own operations and construction. As information is available, the report will try to document greenhouse gas emissions per passenger mile from different forms of transit compared to private vehicles. Finally, the synthesis will identify specific areas in which further research is needed.
KW - Air pollution sources
KW - Air quality management
KW - Exhaust gases
KW - Greenhouse gases
KW - Pollutants
KW - Public transit
KW - Transit operating agencies
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2534
UR - https://trid.trb.org/view/1230789
ER -
TY - ABST
AN - 01462567
TI - Synthesis of Information Related to Transit Problems. Topic SH-10. Effective Use of Citizen Advisory Committees for Transit Planning and Operations
AB - Transportation literature includes case studies describing the application of a range of public outreach techniques in long-range transportation planning and project development processes. A common technique is the use of a citizen advisory commission (CAC). CACs (alternatively called citizen advisory boards or focus groups) can elevate the level of dialogue and interaction between transportation planners and project development personnel resulting in better informed and more complete public input on plans and projects. Much of the case study literature focuses on the substantive outcomes of such groups, with little discussion of the organization and internal function that provided the framework for their success and, in cases where the effort fell short, the reasons for difficulty are poorly described. Transit agencies working to bring their public outreach practices for planning and operations efforts into compliance with requirements, might find a synthesis of successful practices and other related outcomes related to CACs, a helpful guide. Using CACs that are well- structured and solidly supported can improve efficiency and effectiveness of the entire planning process. Therefore, transit agencies would benefit from a concise documentation of the use of CACs in transit project development efforts.
KW - Outreach
KW - Public participation
KW - Public transit
KW - Transit operating agencies
KW - Transit vehicle operations
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2535
UR - https://trid.trb.org/view/1230788
ER -
TY - ABST
AN - 01462566
TI - Synthesis of Information Related to Transit Problems. Topic SH-11. Pass Fare Arrangements for Public Employees
AB - In many cities, one of the largest, if not the largest, local employer is the federal, state, or municipal government. Private companies have several incentives to encourage their employees to use public transit. For example, when employees purchase transit tickets and passes with pretax income, the employer saves on FICA taxes. Employers can also help subsidize their workers' monthly commuting cost by offering TransitChek or a similar incentive. There have been a few high profile instances in which public employees have been encouraged to use transit by offering free or significantly reduced fares, including Federal employees in the Washington, DC area and State of Tennessee employees in Nashville. Generally, however, governmental agencies have been less pro-active in promoting transit ridership by employees. A synthesis exploring fare free arrangements for public employees is needed to update agencies' understanding. This project will describe programs specifically targeted for public employees to increase transit ridership by offering free or significantly discounted fares.
KW - Freight traffic
KW - Freight trains
KW - Light rail transit
KW - Public transit
KW - Railroad tracks
KW - Right of way (Land)
KW - Shared tracks
KW - Transit operating agencies
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2536
UR - https://trid.trb.org/view/1230787
ER -
TY - ABST
AN - 01461769
TI - National Synthesis on Potential Sources, Fate and Transport, and Potential Effects of Chloride in Surface-and- Ground -Water Resources of the Conterminous United States
AB - The objective of this proposed United States Geological Survey (USGS) investigation is to provide water-resource managers and decision makers with the information necessary to evaluate potential natural and anthropogenic Chloride (C1) sources in a watershed. Characterization of natural C1 concentrations can provide a baseline to evaluate the salt tolerance of the natural ecosystem and to evaluate the probability of water-quality exceedances without anthropogenic inputs. Characterization of anthropogenic C1 concentrations and loads can provide information necessary to estimate C1 inputs on the basis of land-use information. This information, which can be used to identify and evaluate the magnitude of potential sources, may be used by water-resource managers to evaluate methods to reduce various C1 sources throughout the watershed so that the number of water-quality exceedances may be reduced. This project will be comprised of a literature review, data mining and exploratory data analysis from the USGS national water information system Web (NWIS Web). This information and data will be collected, interpreted, summarized, and reported to the Federal Highway Administration (FHWA) for publication.
KW - Anthropogenics
KW - Chlorides
KW - Contaminants
KW - Data collection
KW - Decision making
KW - Groundwater
KW - Research projects
KW - Water quality management
KW - Watersheds
KW - Websites (Information retrieval)
UR - https://trid.trb.org/view/1229989
ER -
TY - ABST
AN - 01462701
TI - Guidebook on Best Management Practices for Leasing and Developing Airport Property
AB - An effective airport leasing policy can be a key asset of airport management in optimizing utilization and financial performance of airport facilities and property. Such a policy, coupled with effective implementation guidance, can establish a clear set of objectives and performance benchmarks for airport management in conducting a successful negotiation that generates a business agreement meeting the needs of the airport, tenants, investors, and local interests. Negotiating and concluding an airport business agreement requires special expertise in understanding the nature of a diverse group of businesses. Identifying and acquiring such expertise may be challenging for many airports. Where does airport management turn when facing its first air cargo building proposal, its first office building proposal, its first corporate hangar complex proposal, or its first hotel proposal? How can airport management evaluate any of these proposals for the first time if it has no roadmap? Past experience has shown that trial and error does not often lead to successful airport leasing and development policies. When airport management understands the risks, motivations, and objectives of all stakeholders, there is a greater likelihood for developing a portfolio of successful facilities that best serves the interests of all concerned. Airport management and potential tenants may understand the key aspects of a business agreement; however, because both parties experience different risks, motivations, and objectives, they may begin negotiations from very different positions. An established set of leasing, management, and development policies can help airport operators gain a better understanding of what is most important to future tenants. The ability to identify the difference between what airport management would like to have as opposed to what it must have while also identifying that difference for potential tenants, significantly increases the odds for a successful negotiation and business agreement. The objective of this research is to develop a guidebook for airport management and other relevant stakeholders to implement leasing, property management, and development agreements in the context of airport improvement and expansion plans. The research will identify and define best management practices used in formulating airport leasing and development policies to support public and private investments for aeronautical and non-aeronautical uses at airports. Relevant stakeholders should include, but are not limited to, tenants, investors, and local interests. The guidebook should incorporate best management practices for public-use airports and stakeholders to optimize both public and private investments. Principles and practices should be applicable to all airports regardless of size and complexity. This research will assist airport proprietors in making planning, policy, and financial decisions that will protect both the federal and local investment in the national airport system.
KW - Air cargo
KW - Airport operations
KW - Airport planning
KW - Leasing
KW - Management
KW - Ownership, leasing and rental
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2100
UR - https://trid.trb.org/view/1230923
ER -
TY - ABST
AN - 01464610
TI - Guidelines for Ramp and Interchange Spacing
AB - Interchanges are essential components of freeways for providing reasonable access and mobility. However, interchanges can greatly diminish the traffic operations, safety, and capacity of the through lanes of the freeway. Transportation agencies are tasked with constructing new freeways with interchanges, reconstructing existing freeways and interchanges, and adding interchanges to existing freeways. The AASHTO Policy on Geometric Design of Highways and Streets contains guidelines on the distance between successive ramp terminals. On urban freeways and other facilities that carry large traffic volumes, two or more ramp terminals are often located in close succession. To provide adequate space for signing, adequate gaps for entering motorists, and sufficient weaving lengths, the AASHTO policy provides minimum ramp terminal spacing dimensions for various ramp pair combinations. Spacing between successive ramp terminals depends on the classification of the interchanges involved, the function of the ramp pair (entrance vs. exit), and the potential for weaving. The guidelines provided in the AASHTO policy are acknowledged to be based on operational experience and recommend basing actual spacing on operations and safety procedures derived from applied research. Although the location and spacing of interchanges and ramps on freeways has a major effect on the ability of a freeway to carry traffic effectively, this is a topic for which little research or literature has been published. Recent research indicates that a majority of freeway accidents occur at interchanges and in weaving sections between closely spaced entrance and exit ramps. The spacing of interchanges on an urban road network can also result in tradeoffs between providing adequate service and access with both safety and operations. As a result, making sound decisions requires a clear understanding of the impacts of ramp and interchange spacing on safety and operations. Research is needed that will provide additional information on ramp and interchange spacing for DOT practitioners that can also be used in future editions of relevant AASHTO manuals, including the Policy on Geometric Design, the Highway Capacity Manual, the Manual on Uniform Traffic Control Devices, and the upcoming Highway Safety Manual. The objective of this research is to develop guidelines for selecting appropriate ramp and interchange spacing based on safety and operational impacts.
KW - Geometric design
KW - Guidelines
KW - Interchange elements
KW - Interchanges
KW - Interchanges and intersections
KW - Ramps (Interchanges)
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=1608
UR - https://trid.trb.org/view/1232841
ER -
TY - ABST
AN - 01462713
TI - A Guidebook for the Preservation of Public-Use Airports
AB - According to the Federal Aviation Administration, there are approximately 5200 public-use airports in the United States. Many of these public-use airports, particularly those that are privately-owned, are in danger of closure, typically to make land available for alternative uses such as residential or commercial development. This situation is especially true in the fringes around urban centers and other populated areas. This area is also where air access is needed the most. Once an airport is lost in these areas, the chances to rebuild a replacement airport are almost nonexistent. With very light jets now entering the marketplace, the need to preserve non-congested landing areas close to final destinations is even more critical. Usually the public-use airports that close are privately owned facilities. However, publicly owned airports can also be vulnerable. At the local level, there is often a lack of understanding of the value of the airport to the community. In some cases, the airport is considered a strain on community resources. The actual closure of an airport is usually the last step in a chain of events that occurs over several years. One of the keys to airport preservation is to take action early in the process when numerous options are still available. Parties (including state and local governments) seeking to preserve public-use airports have difficulty obtaining information about the options that are available to preserve the airport and to increase its economic viability. A guidebook would be helpful to provide current information on how to recognize and identify threats to help in preventing closures. The objective of this research is to develop a guidebook that describes the reasons why public-use airports close and identifies measures and strategies that can be taken to preserve public-use airports. An interactive tool will accompany the guidebook that allows a user to access information on specific circumstances pertaining to closures, preventive measures and strategies, and roles and responsibilities of parties that have a role in preventing the closure. This guidebook is intended to be used by state and local agencies, airport owners/operators, and advocacy groups in preserving public-use airports.
KW - Airport operations
KW - Airports
KW - Closures
KW - Handbooks
KW - Ownership
KW - Public areas
KW - Public use
KW - Research projects
KW - State departments of transportation
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2103
UR - https://trid.trb.org/view/1230935
ER -
TY - ABST
AN - 01464738
TI - Research for the AASHTO Standing Committee on the Environment. Task 49. Effective Practices for Considering Historic Preservation in Transportation Planning and Early Project Development
AB - Section 6001 of SAFETEA-LU and the revised planning rule at 23 CFR 450.212 and 450.318 encourage the involvement of State Historic Preservation Officers (SHPOs), Indian Tribes, and other preservation advocates in Statewide Transportation Planning and Metropolitan Transportation Planning processes. Section 6002 of SAFETEA-LU and guidance at 23 USC 139 establish a new environmental review process for transportation projects requiring an Environmental Impact Statement (EIS). The 6002 process requires FHWA to invite federal resource agencies, SHPOs, and Indian tribes to participate in early decision-making during NEPA on all EIS level projects. Indian tribes and the historic preservation community have not traditionally participated in transportation planning or early NEPA review and, and attempts to play a meaningful role are sometimes stymied by a lack of sufficient data on the locations of historic properties in the planning area. The objective of this research project is the completion of a synthesis of best practices and the tools needed to effectively integrate historic preservation considerations into transportation and project planning.
KW - Environmental impact statements
KW - Historic preservation
KW - Programming (Planning)
KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW - Transportation planning
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2374
UR - https://trid.trb.org/view/1232970
ER -
TY - ABST
AN - 01464734
TI - Research for the AASHTO Standing Committee on the Environment. Task 53. Stormwater Treatment with Vegetated Buffer
AB - The New Hampshire Department of Transportation has recently been issued a number of Water Quality Certifications by the New Hampshire Department of Environmental Services (DES) that require a "No net increase" for pollutants in storm water leaving a proposed facility. To aid the applicant in meeting this requirement, DES has issued "Interim Best Management Practices (BMP) Guidance to Satisfy Loading Analysis." One concern is the applicability of the guidance to rural sections of highway where there is no proposed closed drainage system. The objective of this research proposal is to review the literature and other states' guidance to come to a common understanding of how highway storm water treatment is modeled throughout the country, share best practices and develop guidance for effective storm water treatment on rural highways.
KW - Best practices
KW - Buffer areas
KW - Drainage
KW - Environmental impacts
KW - New Hampshire
KW - Runoff
KW - Rural highways
KW - Water quality management
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2378
UR - https://trid.trb.org/view/1232966
ER -
TY - ABST
AN - 01464456
TI - Synthesis of Information Related to Highway Problems. Topic 40-08. Effective Speed Reduction Techniques for Rural High to Low Speed Transitions
AB -
There are many crossroad small towns along high speed rural roads. Rural high speed roads typically have a speed limit 45mph or above. However, when they pass through small towns the speed limit is reduced to 30mph or lower. Drivers traveling through farm lands along rural roads tend to travel at high speeds. When drivers continue along the same road and pass through a small town they may not be prompted by the change of environment and continue at the same speed or, only minimally reduce their speed, which raises safety concerns in these areas. Similar problems may occur in suburban areas with transitions from higher speed limits to lower speed limits in more densely developed areas. Existing traffic calming techniques have been successfully practiced across the world in the past years, especially in the United States and Europe, to reduce vehicle speed and traffic volume in residential or community areas. Limited research has been conducted on the subject so there is no existing toolbox on how to calm traffic speed on high speed rural roads. The concepts, system designs, and useful measures, and the state-of-practices need to be documented to help enforce vehicle speed on high speed rural and other roads. Doing this could help save lives and improve safety in small towns.
KW - High speed vehicles
KW - Rural highways
KW - State of the practice
KW - Traffic calming
KW - Traffic safety
KW - Traffic speed
KW - Traffic volume
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2526
UR - https://trid.trb.org/view/1232686
ER -
TY - ABST
AN - 01464455
TI - Synthesis of Information Related to Highway Problems. Topic 40-09. Freight Transportation Surveys- Methods and Guidelines
AB -
A number of different methods are used to survey freight movements at national, state, and local levels, including movements by small freight services and commercial service providers (e.g., plumbers, cable servicemen, etc). These methods include establishment, shippers, vehicle intercept, vehicle tracking, and expert panels. The data obtained are used for different purposes and have different levels of accuracy, reliability, and detail. A need exists to examine the different methods, techniques, and results of current efforts to survey and collect data on freight transportation. This review should be comprehensive and include sample size, data accuracy, data comprehensiveness, and survey objectives. It may also include a discussion of the feasibility and benefits of linking survey data with data from informatics such as roadway, on-board vehicle, and wide area sensors.
KW - Automatic vehicle location
KW - Data collection
KW - Freight transportation
KW - Motor carriers
KW - Tracking systems
KW - Truck traffic
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2527
UR - https://trid.trb.org/view/1232685
ER -
TY - ABST
AN - 01464453
TI - Synthesis of Information Related to Highway Problems. Topic 40-11. The State of Practice in Highway Access Management
AB - Access management is a practice of improving the design and placement of driveways and medians, with the goal of limiting traffic conflicts. Access management can achieve significant improvements in both highway operations and capacity. It can achieve reductions in crash rates of as much as 50 to 60 percent. The most recent Texas Transportation Institute (TTI) Urban Mobility Study also indicates that improved access management could make a significant contribution to congestion reduction on a nationwide basis. Several NCHRP research studies, work by the Transportation Research Board (TRB) Access Management Committee and publications by TRB and the Federal Highway Administration (FHWA) have all helped provide information and materials to state agencies to adopt and modernize their access management and access control programs. This synthesis will study how states have acted on these national efforts, what have been the barriers to action, and how new national efforts might be focused to improve the implementation of access management strategies and treatments nationwide.
KW - Access control (Transportation)
KW - Crash rates
KW - Highway capacity
KW - Highway operations
KW - Highway planning
KW - Research projects
KW - State of the art
KW - State of the practice
KW - Traffic congestion
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2529
UR - https://trid.trb.org/view/1232683
ER -
TY - ABST
AN - 01464452
TI - Synthesis of Information Related to Highway Problems. Topic 40-13. Recycling and Reclamation of Asphalt Pavements Using In-Place Methods
AB - In recent years, petroleum and aggregate economics and supply have increased the need for high quality, cost effective alternatives to virgin paving mixtures. Transportation professionals are asking for maintenance methods which optimize the value of in-place materials while minimizing traffic congestion and the environmental impact of paving operations. Current pavement recycling methods answer all of these needs, in particular (1) Hot In-Place Recycling (HIR) (2) Full-Depth Reclamation (FDR) and (3) Cold In-Place Recycling (CIR) These techniques provide economical solutions which reduce demand on raw materials, yet keep paving operations within environmentally-friendly conditions. Key issues to be addressed include the need for specific in-place recycling treatments and a discussion of how they might be used within the scope of a planned pavement preservation program.
KW - Asphalt pavements
KW - Environmental impacts
KW - Paving
KW - Recycling
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2530
UR - https://trid.trb.org/view/1232682
ER -
TY - ABST
AN - 01464479
TI - Sustainable Transportation Performance Measures for State DOTs
AB - Transportation Research Board (TRB) committees were tasked to identify key research needs to be posted on the TRB website. TRB's Committee on Performance Measurement (ABC30) has done extensive work over the past three years to identify research needs. The committee prioritized these needs and identified five key needs to be posted on the website. Two of these are directly related to the issue of using performance measurement to address sustainable transportation. This proposed research project has been developed to address these two needs. The objective of sustainable development is to ensure that the economic, social, and environmental needs of current and future generations are effectively addressed. Sustainable transportation can be viewed as an expression of sustainable development in the transportation sector and requires the provision of safe, effective, and efficient access and mobility into the future while considering economic, social, and environmental needs. The reality, however, is that these principles are rarely implemented in an integrated way. For sustainable transportation to be successfully implemented, it is essential that the concepts are adequately understood, quantified and applied.Similarly, for state departments of transportation (DOTs) to move closer to achieving the goals of sustainable transportation, it is essential that the underlying sustainability-related goals and objectives be quantified and applied. To facilitate this process there is a need for a practical and easy-to-use tool or methodology. All DOTs have strategic goals that they seek to achieve. These goals typically cover a broad range of topics and can be consolidated into categories that specifically address the dimensions of sustainability--economic development, social equity, and environmental stewardship. Therefore, achieving these consolidated goals will enhance the sustainability of the specific DOT's transportation system. Examples of state DOT goals related to sustainable transportation include improved safety, reduced congestion, enhanced economic opportunity, improved air quality, reliable mobility, system preservation, accelerated project delivery, economic vitality, and increased value of transportation assets.
Performance measurement has, over the decades, evolved as an effective methodology for quantifying goals and objectives. Working with performance measures, however, can be a daunting task due to the large number of possible measures, extensive data that might be required, and computational complexity that is often introduced--hence the need for identifying "good" and easy-to-use performance measures. This project will develop a tool or methodology that will put state DOTs in a position to measure the relative sustainability of their transportation corridors and networks over space and time. The methodology will clearly describe the underlying principles of sustainable transportation, possible goals that can be used to address these principles, and performance measures that can be used to address these goals. In developing the measures, all the attributes of a "good" performance measure will be considered, including aspects such as data availability, sensitivity, and relevance. The methodology will be in the form of a "toolbox" from which the states can select their most appropriate sustainability goals and associated performance measures. The toolbox will also describe computation methods for these measures and possible data sources. Finally, the toolbox will comprise a decision-making method that can be used to develop decisions based on the quantified measures.
This project will summarize the results from the 3 international freight scans, with particular emphasis on the recommendations for changes in practices in the United States, as well as recommended new research areas. The 3 international scans on freight are as follows: (1) Freight Transportation: The European Market--2002; (2) Freight Transportation: The Latin American Market--2003; Freight Mobility and Intermodal Connenctivity in China--2007.
KW - Carriers
KW - China
KW - Connectivity
KW - Europe
KW - Freight transportation
KW - Infrared detectors
KW - Intermodal transportation
KW - International markets
KW - International trade
KW - Latin America
KW - Research projects
KW - Scanners
KW - United States
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2587
UR - https://trid.trb.org/view/1230696
ER -
TY - ABST
AN - 01575504
TI - Solvent Fractionation for the Separation of Lignocellulosic Raw Materials
AB - No summary provided.
KW - Biomass fuels
KW - Cellulose
KW - Mechanical analysis
KW - Raw materials
KW - Solvents
UR - https://trid.trb.org/view/1367877
ER -
TY - ABST
AN - 01560766
TI - Investigation of Curved Girder Bridges with Integral Abutments
AB - The long-term objective of this effort is to establish guidelines for the use of integral abutments with curved girder bridges. The project scope will focus on the monitoring and evaluation of constructed bridges that will be documented by reports outlining the findings and recommendations for design policies.
KW - Bridge design
KW - Curved girders
KW - Girder bridges
KW - Jointless bridges
KW - Monitoring
UR - http://www.pooledfund.org/Details/Study/396
UR - https://trid.trb.org/view/1351329
ER -
TY - ABST
AN - 01465160
TI - Evaluate Responsible Beverage Service to Reduce Impaired Driving Among 21-34 Year Olds
AB - Historically, 21-34 year old drivers accounted for 43% of all drinking drivers in fatal crashes and 30% of all drivers in fatal crashes (drinking or not drinking). Strong enforcement of impaired driving laws can be effective in reducing alcohol related crashes involving the young drivers aged 21 to 34. However, programs that can work to prevent driving after drinking in the first place, ultimately reducing not only injuries but the costs of driving while intoxicated (DWI) convictions for those young drivers. The objective of this study is to replicate and evaluate a responsible beverage service (RBS) program--using a strategy similar to Place of Last Drink--in two communities (one each in New York and Ohio) with problem retail outlets including control outlets. This project evaluates RBS in problem alcohol outlets to determine the effectiveness and efficacy of such programs to reduce blood alcohol content, ultimately reducing impaired driving among 21-34 year olds.
KW - Alcoholic beverages
KW - Drunk driving
KW - Fatalities
KW - Impaired drivers
KW - Traffic crashes
KW - Young adults
UR - https://trid.trb.org/view/1233393
ER -
TY - ABST
AN - 01462588
TI - Legal Aspects of Airport Programs. Topic 2-01. Obstructions Affecting Navigatable Airspace
AB - By statute, the Federal Aviation Administration has exclusive jurisdiction over the navigable airspace of the United States. In accordance with that authority, the FAA promulgated 14 C.F.R. Part 77, which places responsibility on persons erecting structures to provide notification to the FAA of the intent to build, giving the FAA the opportunity/ability to review/investigate/evaluate whether the structure would constitute a hazard to air navigation. This determination, in and of itself, has no regulatory effect, and the local governments have the option to restrict, or not to restrict, the structure. However, the FAA's determination could affect whether states will permit, and insurance companies will insure, the structure. In addition, many local government (state, city, county, municipality) have adopted height restriction ordinances consistent with FAA guidance and regulatory standards. Sometimes these local standards are more stringent than those set forth by the FAA. The objectives of this project are to: (1) Research the bases/methodology for imposing and enforcing restrictions on the heights of structures surrounding airports or affecting the ingress/egress procedures or airspace design in the vicinity of the airport. (2) Identify the effect of state and local laws that meet, or exceed, FAA regulations and standards in allowing or preventing certain structures. Identify the extent to which FAA determinations regarding a hazard (or no hazard) have been factors in finding liability following an accident involving the structure, or any other legal consequences (such as takings). (3) Consultant will survey existing literature, research FAA statutes, FAA regulations (Part 77), state laws, case law, insurance company standards/guidance, National Transportation Safety Board (NTSB) accident data, model grant agreements, etc., and survey airport proprietors, FAA personnel, trade associations, and other knowledgeable persons to identify circumstances/occurrences involving structures and the eventual/outcome. The ensuing report should synthesize the literature, statutes, regulations and case law referred to above. The primary data collected through surveys, interviews, etc. should be tabulated and presented to supplement the legal synthesis.
KW - Air traffic control
KW - Airport facilities
KW - Airport operations
KW - Airports
KW - Airspace (Aeronautics)
KW - Case studies
KW - Environmental impacts
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2546
UR - https://trid.trb.org/view/1230809
ER -
TY - ABST
AN - 01462587
TI - Legal Aspects of Airport Programs. Topic 2-02. Use and Success of Avigation Easements and Other Tools for Airport Compatible Land Use and Development of Model Language
AB - Airport owners are required to provide for the safe overflight of property surrounding airports. In addition, they are required to restrict surrounding land uses to those that are airport compatible as provided in Federal Aviation Administration (FAA) noise compatibility planning requirements. 14 CFR part 150. This rule refers to utilizing comprehensive, or master, land use planning, zoning, and building and site designing, as appropriate. Another tool used to meet these goals is the avigation easement that protects approaches and restricts surrounding land development. There may be other tools available such as restrictive covenants or contracts that will accomplish land use restrictions in addition to or in combination with appropriate airport zoning. The easement terms required by the FAA are founded at all airport sponsors. However, an airport sponsor's acquisition and enforcement of easements or other instruments on encumbered property is based on locally applicable property laws and requirements. It would be useful to provide airport sponsors with consistent guidance and standard easement terms and conditions that may be incorporated into enforceable and durable local easements or other tools. The object of this research is to review the use of existing aviation easements or other legally enforceable instruments, terms, or other tools for the above-described purposes in order to determine those that are most effective considering the wide variety of development challenges at airports. The research should identify or develop models for general use by airport owners to carry out FAA assisted airport programs. Special attention should be given to any state and local variations applicable to real estate use restrictions that may impact enforcement of the particular use restrictions.
KW - Aircraft noise
KW - Aircraft pilotage
KW - Airport operations
KW - Airports
KW - Development
KW - Easements
KW - Land use planning
KW - Master plans
KW - Research projects
UR - http://www.trb.org/TRBNet/ProjectDisplay.asp?ProjectID=2547
UR - https://trid.trb.org/view/1230808
ER -
TY - RPRT
AN - 01125391
AU - Rephlo, J
AU - Haas, R
AU - Bauer, J
AU - Science Applications International Corporation
AU - Department of Transportation
AU - Research and Innovative Technology Administration
TI - Chattanooga SmartBus Project Final Phase II Evaluation Report
PY - 2008/06/01
SP - 59p
AB - This report presents the results of Phase II of the national evaluation of the Chattanooga Area Regional Transportation Authority’s (CARTA’s) SmartBus Project. The Smartbus Project is a comprehensive transit ITS program for the city of Chattanooga, Tennessee. It involves deployment of a wide array of transit ITS technologies including: data warehousing and reporting software to accumulate data from different CARTA applications and provide reports to support CARTA operations; new operations management software to support fixed-route scheduling and demand response scheduling and dispatch; ticket vending machines for the Incline Railway; a remote diagnostics maintenance system; various on-board systems (mobile data computers, computer-aided dispatch / automated vehicle location software, a covert alarm, automated passenger counters, and a next stop automated announcement system); and new fareboxes, a revenue management system, and a multi-modal transit/parking smart card electronic fare payment system. The goal of the evaluation is to determine the impacts of these technologies in performing daily functions such as operations, scheduling, service planning, and maintenance, and to gather and document any lessons learned by the project team throughout the process of the deployment and operation of the technologies. This report discusses impacts to date of the technologies that have been in place for at least 1 year. It is important to note that the full impacts of many of the technologies are not expected to be realized until the onboard systems are in place and integrated with the existing technologies, and that those later impacts will be documented in the Phase III report. The evaluation involved a series of interviews with various CARTA staff, as well as gathering data on various performance measures including transit ridership, on-time performance, and on the road failures. The results of the study indicate that the ticket vending machines for the Incline Railway have helped CARTA access to make better business decisions about the Incline service; the data warehousing and reporting software has allowed for more rapid preparation of a variety of reports, has resulted in efficiencies in operations, and has made it possible to answer complex business decisions more quickly; the fixed route scheduling software has allowed CARTA to provide the same level of service with lower operating costs; and the paratransit scheduling and dispatch management software has increased efficiency in terms of passengers per vehicle-hour while it has not reduced the time required to issue invoices or improved the on-time performance.
KW - Automatic vehicle location
KW - Chattanooga (Tennessee)
KW - Chattanooga Area Regional Transportation Authority
KW - Computer aided dispatch systems
KW - Intelligent transportation systems
KW - Next stop announcements
KW - Paratransit services
KW - Public transit
KW - Scheduling
KW - Software
KW - Ticket vending machines
UR - http://ntl.bts.gov/lib/30000/30500/30587/14431.pdf
UR - https://trid.trb.org/view/886041
ER -
TY - RPRT
AN - 01104905
AU - Lee, Joo Huoung
AU - McCullouch, Bob G
AU - Purdue University/Indiana Department of Transportation JHRP
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Automating Material Delivery Records
PY - 2008/06/01/Final Report
SP - 65p
AB - This project investigated methods on automating field data collection of materials. The method chosen and investigated was bar codes. The automated process requires material suppliers to produce delivery forms that can be recorded and tracked using bar codes. The report describes a system configuration that shows a conceptual process to electronically transfer materials information between the material supplier, trucking company, Indiana Department of Transportation (INDOT) personnel and contractor. Other activities reported include survey results from other state transportation agencies, material suppliers, and concrete paving companies. Also, investigated was how to interface with SiteManager software. Recommendations described hardware options for using bar codes and industry reaction to using bar coded delivery tickets.
KW - Automatic data collection systems
KW - Bar codes
KW - Data collection
KW - Delivery service
KW - Delivery vehicles
KW - Identification systems
KW - Software packages
KW - Tickets
KW - Verification
UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=1788&context=jtrp
UR - https://trid.trb.org/view/864654
ER -
TY - RPRT
AN - 01613035
AU - Zuo, Delong
AU - Letchford, Christopher
AU - Texas Tech University, Lubbock
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Investigation of Wind-Induced Highway Lighting Pole Vibration Using Full-Scale Measurement
PY - 2008/06//Technical Report
SP - 46p
AB - Under the excitation from wind, some highway lighting poles have exhibited large-amplitude vibrations. Such unexpected vibrations have resulted in premature failure of, or damage to, these structures. To investigate the mechanism of these wind-induced vibrations, a long-term full-scale measurement project was conducted at Texas Tech University under the sponsorship of Texas Department of Transportation. Interpretation of the recorded lighting pole vibrations and the corresponding wind revealed two types of wind excitation mechanism: buffeting, which is responsible for large-amplitude vibrations in the first in-plane and out-of-plane modes of the structure, and vortex-shedding, under specific wind conditions, which induces vibrations of the structure in the higher modes. This report describes the full-scale monitoring campaign and summarizes the results obtained from this effort.
KW - Buffeting
KW - Field tests
KW - Lighting columns
KW - Vibration
KW - Vortex shedding
KW - Wind
UR - https://www.depts.ttu.edu/techmrtweb/reports/complete_reports/0-4586-5.pdf
UR - https://trid.trb.org/view/1425898
ER -
TY - RPRT
AN - 01551372
AU - Sadd, Martin
AU - Shukla, Arun
AU - Lee, K Wayne
AU - Subramaniam, Venkat K S
AU - University of Rhode Island, Kingston
AU - Rhode Island Department of Transportation
AU - Federal Highway Administration
TI - Determination of Interfacial Bond Behavior of Composite Concrete-Asphalt Pavement Systems
PY - 2008/06//Final Report
SP - 76p
AB - Described herein is a study of the interfacial debonding behavior between concrete and asphalt pavement material as found in whitetopping pavement applications. The study includes the interfacial failure resulting from both static and dynamic loading. Studies under static conditions used interfacial fracture mechanics techniques to investigate and characterize the behavior of pre-existing cracks along the asphalt-concrete interface. Experimental laboratory testing was done on uniaxially loaded rectangular block samples using asphalt material from two different age groups. It was found that the fracture toughness and interface strength increased with aging. Experiments were conducted with interfaces both normal and inclined to the loading direction, thereby allowing variation in the shear loading component. Results indicated that as shear loading component increased, the interface strength also increased. Finite element analysis was also used to explore the stresses in the laboratory block sample geometry. Finite element results of the stress distribution near the interfacial crack compared reasonably well with predictions from an idealized analytical solution. A special lap-joint specimen geometry was developed to determine the dynamic interfacial shear strength of bonded specimens using a Split Hopkinson Pressure Bar (SHPB) loading apparatus. Because of the small sample size, no pre-existing interface crack was used in this testing. Lap-joint samples were tested under both static and dynamic loading. Results indicated that at high loading rates the shear strength of the bonded lap joint was found to be about four times its static value.
KW - Bond strength (Materials)
KW - Finite element method
KW - Laboratory tests
KW - Lap joints
KW - Loads
KW - Pavement cracking
KW - Pavement maintenance
KW - Shear strength
KW - Whitetopping
UR - http://www.dot.ri.gov/documents/about/research/Interfacial_Bond_Behavior_Composite_Concrete_Asphalt.pdf
UR - https://trid.trb.org/view/1341186
ER -
TY - RPRT
AN - 01523706
AU - Truitt, Todd R
AU - Federal Aviation Administration
AU - Federal Aviation Administration
TI - Tower Operations Digital Data System – Concept Refinement and Description of New
Features
PY - 2008/06//Technical Report
SP - 47p
AB - Human factors researchers at the Federal Aviation Administration have developed new methods of operation for Air Traffic Control Specialists working in Airport Traffic Control Towers (ATCTs). The newly redesigned and enhanced Tower Operations Digital Data System (TODDS) provides a means to assist ATCT controllers with flight data management, communication, and coordination by reducing cognitive and physical taskload. The TODDS prototype designs include separate solutions for ATCTs either with or without surface surveillance capability. This report addresses the results of a recent usability test by providing a description of design changes and new features that compose the TODDS. The author also recommends the use of a touchscreen training protocol. Pending further investigation, the TODDS may help reduce the risk of runway incursions, ease the flow of surface operations, and support the Staffed Virtual Tower concept.
KW - Air traffic control
KW - Air traffic controllers
KW - Airport Traffic Control Tower
KW - Design features
KW - Tower Operations Digital Data System
KW - Usability
KW - Workload
UR - http://hf.tc.faa.gov/publications/2008-tower-operations-digital-data-system/full_text.pdf
UR - https://trid.trb.org/view/1307209
ER -
TY - RPRT
AN - 01472559
AU - Cawley, Bryan
AU - Bryan, Henry L
AU - Miller, Richard
AU - Utah Department of Transportation
AU - Federal Highway Administration
TI - 2008 Risk Management Report and Mitigation Strategies
PY - 2008/06
SP - 33p
AB - In accordance with the Federal Highway Administration/Utah Department of Transportation (FHWA/UDOT) Stewardship and Oversight Agreement, FHWA and UDOT each winter jointly and collaboratively evaluate the performance indicators and assess the current health of the transportation program in Utah. This report outlines the processes that were followed to conduct this year’s risk assessment and the resulting conclusions and risk based action items. In addition, this report contains the 2006 and 2007 Risk Assessment action items and their respective status. The 2008 process, similar to that used in 2007, incorporated a risk evaluation, evaluation of program measures, and professional opinion to identify high risk program elements. A change in 2008 included using a commercially available tool to assist in collecting individual’s risk evaluations that allowed greater flexibility to the Program Managers to identify individual program elements for specific raters. The program analysis provided the following three primary observations: 1) the measured risk level is generally decreasing; 2) the environment and structures program areas have increased in risk; 3) and the “Top 3” highest risk program areas are safety, environment, and right-of-way (ROW).
KW - Evaluation and assessment
KW - Program management
KW - Risk assessment
KW - Risk management
KW - Utah Department of Transportation
UR - http://utah.ptfs.com/awweb/awarchive?type=file&item=18499
UR - https://trid.trb.org/view/1243835
ER -
TY - RPRT
AN - 01455330
AU - Ernst, Joseph M
AU - Bullock, Darcy M
AU - Purdue University
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Implementation of Station Health Monitoring Procedures for ITS Sensors, Volume 2: Implementation Report
PY - 2008/06//Final Report
SP - 48p
AB - Sensor health in distributed systems is a challenge found in every distributed sensor network. The sensor network that continues to be deployed by the Indiana Department of Transportation (INDOT) is an extremely distributed network that aims to eventually cover large portions of Indiana. It is important to develop quantitative and standardized metrics in order to quickly evaluate that status of the sensors in the network. Previous works have described the importance of different aspects of sensor health and metrics for quantifying and standardization of these various aspects. This project worked towards the implementation of these metrics. This report will describe the web-based approach of summarizing the quality metrics. Care was taken to attempt to make the system user friendly and as autonomous as possible. Colored balloons on geocoded Google maps attempt to quickly draw attention to areas with lower scores on the various quality metrics. This report attempts to describe the design decisions made during the development process. These will include the design of the website, quality metrics used, and how the quality metrics are displayed.
KW - Data quality
KW - Graphical user interfaces
KW - Implementation
KW - Indiana Department of Transportation
KW - Metrics (Quantitative assessment)
KW - Performance measurement
KW - Sensors
KW - Traffic counting stations
KW - Traffic data
UR - http://dx.doi.org/10.5703/1288284314234
UR - https://trid.trb.org/view/1218812
ER -
TY - RPRT
AN - 01454402
AU - Wells, Timothy J
AU - Smaglik, Edward J
AU - Bullock, Darcy M
AU - Purdue University
AU - Indiana Department of Transportation
AU - Federal Highway Administration
TI - Health Monitoring Procedures for Freeway Traffic Sensors, Volume 1: Research Report
PY - 2008/06//Final Report
SP - 116p
AB - An important component of any intelligent transportation system (ITSz0 system is the network of sensors used to monitor the traffic performance throughout the freeway system. These freeway sensors are used to alert Traffic Management Center (TMC) dispatchers to incidents and to predict travel times for roadway users. Data quality is essential to maintain peak TMC operational efficiency and to maintain the public’s confidence in the information. The large number of sensors and data produced on a daily basis makes the use of human groundtruthing nearly impossible. Therefore an automated ongoing sensor data quality monitoring process must be implemented to identify the sensors in most need of attention.This project proposes a system-wide heuristic approach to station health monitoring based on the principles of the “Six Sigma Process” and DMAIC Model for error identification and control. A test location on I-65 was outfitted with three different sensors; two side-fire radar sensors and 3M Microloop sensors. Data was collected and analyzed to assess the quality of sensor data, using performance metrics based on volume, speed, occupancy and Average Effective Vehicle Length comparison.This study recommends combining sensor outputs into the single Average Effective Vehicle Length (AEVL) metric. Combined with the use of historical values and heuristic site knowledge the AEVL metric can provide a good tool for initial data quality control monitoring. Additional control efforts involve the use of portable side-fire radar units for temporary sensor co-location.
KW - Data quality
KW - Intelligent transportation systems
KW - Performance measurement
KW - Real time information
KW - Sensors
KW - Traffic control centers
KW - Travel time
UR - http://dx.doi.org/10.5703/1288284313442
UR - https://trid.trb.org/view/1218807
ER -
TY - RPRT
AN - 01361426
AU - Reconnecting America
AU - Federal Transit Administration
TI - Transit + Employment: Increasing Transit's Share of the Commute Trip
PY - 2008/06
SP - 24p
AB - Work-related trips make up the majority of all transit trips. Communities can employ strategies to increase transit’s share of the commute trip. Greater population and employment density promotes transit and those who live near transit are much more likely to use it. Sprawl and suburb-to-suburb commutes, on the other hand, have a negative impact on transit ridership. Five factors are seen as essential to inducing more commute trips by transit: high capacity, high frequency transit with good regional connectivity; jobs close to transit; cooperative multi-jurisdictional planning; collaboration between transportation planners and land use planners; and realistic expectations about the time needed to implement such factors.
KW - Commuting
KW - Employment density
KW - Land use planning
KW - Location
KW - Mode choice
KW - Pedestrian areas
KW - Population density
KW - Public transit
KW - Transit oriented development
KW - Transportation planning
UR - http://www.reconnectingamerica.org/assets/Uploads/employment202.pdf
UR - https://trid.trb.org/view/1126659
ER -
TY - RPRT
AN - 01360394
AU - Bandini, Paola
AU - New Mexico State University, Las Cruces
AU - New Mexico Department of Transportation
AU - Federal Highway Administration
TI - Failure of Riprap Protection - Phase II (Final Report)
PY - 2008/06//Final Report
SP - 56p
AB - Riprap rundowns are often used by the New Mexico Department of Transportation (NMDOT) to capture and drain the runoff approaching or leaving bridge decks. Rundowns are generally located at the ends of a bridge deck to transport the water down the surface of the slopes of bridge embankments. They constitute an important part of the bridge drainage system. In some occasions, riprap rundowns have also been used for drainage and erosion protection of slopes and embankments along highways in New Mexico. The NMDOT Drainage Section identified recurrent failures of the riprap rundown structures throughout the state. The poor performance and failures of the riprap rundowns in some areas have required costly maintenance repairs and reconstruction. This study is aimed at identifying and characterizing the most frequent failure modes for riprap rundowns and providing best management practice (BMP) recommendations to improve the performance of these structures. Design, materials and construction issues were considered. Selected cases of rundowns that exhibited typical problems were described in this report to illustrate the failure modes and performance problems.
KW - Best practices
KW - Bridge decks
KW - Bridge design
KW - Drainage
KW - Embankments
KW - Erosion control
KW - Failure
KW - New Mexico
KW - Riprap
KW - Runoff
UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM04STR04FailureofRiprapProtectionFinal.pdf
UR - https://trid.trb.org/view/1125924
ER -
TY - RPRT
AN - 01353741
AU - Selladurai, Ahilan
AU - Newtson, Craig M
AU - New Mexico State University, Las Cruces
AU - New Mexico Department of Transportation
AU - Federal Highway Administration
TI - Bridge Deck Fogging System: Evaluation of Field Implementation of a Fogging System Used During Bridge Deck Construction
PY - 2008/06
SP - 71p
AB - The objective of this research was to implement and evaluate a fogging system used to provide initial cure for a concrete bridge deck construction project. To accomplish this, Bridges 5500 and 5701 along NM26 were selected. Bridge 5500 was placed using the fogging system and Bridge 5701 was placed using conventional curing methods. Since weather conditions influence evaporation rate, weather conditions were monitored throughout the construction processes. A windbreak was erected to reduce the wind speed during the placement and fogging of Bridge 5500. Visual inspections of cracks were conducted 7, 14, 21, 28 and 56 days after the construction of each bridge. Bridge 5500 exhibited substantially more cracks than Bridge 5701. The additional cracking in Bridge 5500 is attributed to more severe evaporation conditions during placement and inefficiencies associated with the fogging system. Cracking occurred in both bridges to concrete that was exposed to evaporation rates that exceeded 0.1 lb/ft²/hr.
KW - Bridge decks
KW - Concrete curing
KW - Construction
KW - Cracking
KW - Evaporation
KW - Moisture conditioning
KW - Windbreaks
UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM04STR02BridgeDeckFogging2008.pdf
UR - https://trid.trb.org/view/1118805
ER -
TY - RPRT
AN - 01352636
AU - Selladurai, Ahilan
AU - Newtson, Craig M
AU - New Mexico State University, Las Cruces
AU - New Mexico Department of Transportation
AU - Federal Highway Administration
TI - Bridge Deck Fogging System: Evaluation of Field Implementation of A Fogging System Used During Bridge Deck Construction
PY - 2008/06
SP - 71p
AB - The objective of this research was to implement and evaluate a fogging system used to provide initial cure for a concrete bridge deck construction project. To accomplish this, Bridges 5500 and 5701 along NM26 were selected. Bridge 5500 was placed using the fogging system and Bridge 5701 was placed using conventional curing methods. Since weather conditions influence evaporation rate, weather conditions were monitored throughout the construction processes. A windbreak was erected to reduce the wind speed during the placement and fogging of Bridge 5500. Visual inspections of cracks were conducted 7, 14, 21, 28 and 56 days after the construction of each bridge. Bridge 5500 exhibited substantially more cracks than Bridge 5701. The additional cracking in Bridge 5500 is attributed to more severe evaporation conditions during placement and inefficiencies associated with the fogging system. Cracking occurred in both bridges to concrete that was exposed to evaporation rates that exceeded 0.1 lb/ft2/hr.
KW - Bridge construction
KW - Bridge decks
KW - Concrete bridges
KW - Concrete curing
KW - Cracking
KW - Evaluation and assessment
KW - Field tests
KW - Fog
KW - Mist
KW - New Mexico
KW - Shrinkage
UR - http://dot.state.nm.us/content/dam/nmdot/Research/NM04STR02BridgeDeckFogging2008.pdf
UR - https://trid.trb.org/view/1117184
ER -
TY - RPRT
AN - 01344716
AU - Dill, Jennifer
AU - Weigand, Lynn
AU - Portland State University
AU - Oregon Transportation Research and Education Consortium
AU - Research and Innovative Technology Administration
TI - Initiative for Bicycle and Pedestrian Innovation
PY - 2008/06//Final Report
SP - 22p
AB - The Initiative for Bicycle and Pedestrian Innovation aims to advance the field of bicycle and pedestrian transportation through four primary mechanisms: (1) developing and pursuing a collaborative research agenda that more directly informs practice and involves students through dissertation research and fellowships; (2) translating relevant research into a format and language that is more useful to practitioners, and making that research available through technology transfer; (3) developing more holistic approaches to the education and training of planners and engineers; and (4) supporting community-based outreach and education, to promote awareness of bicycle and pedestrian issues statewide and nationally. This proposal seeks one year of start-up funding for the second objective (technology transfer). Key activities and outcomes from the Oregon Transportation Research and Education Consortium (OTREC) funding for the Initiative’s technology transfer activities include a website clearinghouse for research and evidence-based tools that is accessible and meaningful and a series of four white papers on areas of bicycle and pedestrian research that are directly relevant to professional practice and policy-making. The website increases the availability of existing resources for use by practitioners. These resources include an archive of weekly seminars sponsored by the Center for Transportation Studies at Portland State University and digests of recent research by faculty and students at Portland State University, Oregon State University and the University of Oregon. In addition, the website provides information on existing undergraduate and graduate courses at all three universities, links to other academic and practice-based resources, and information on upcoming and past professional development workshops. The white papers focused on topics that are new, cross-disciplinary, and innovative, including: (1) the economic impacts of bicycle and pedestrian transportation; (2) the effectiveness of Safe Routes to School programs and other approaches to creating safe, healthy transportation options for children; (3) the effectiveness of intersection safety treatments for bicycle facilities; and (4) the mental health benefits of bicycling and walking.
KW - Bicycle facilities
KW - Bicycle travel
KW - Bicycling
KW - Curricula
KW - Economic impacts
KW - Education
KW - Health benefits
KW - Innovation
KW - Intersections
KW - Pedestrians
KW - Research reports
KW - Safe Routes to School (Program)
KW - Technology transfer
KW - Walking
KW - Websites (Information retrieval)
KW - White papers
KW - Workshops
UR - http://otrec.us/project/67
UR - https://trid.trb.org/view/1106543
ER -
TY - SER
AN - 01156896
JO - Research Results
PB - Federal Railroad Administration
AU - Coplen, Michael
AU - Ranney, Joyce
AU - Zuschlag, Michael
AU - Federal Railroad Administration
TI - Promising Evidence of Impact on Road Safety by Changing At-risk Behavior Process at Union Pacific
PY - 2008/06
SP - 4p
AB - Changing At-risk Behavior (CAB) is a safety process that is being conducted at Union Pacific’s San Antonio Service Unit with the aim of improving locomotive cab safety related to constraining signals. CAB is an example of a risk reduction method that is called Clear Signal for Action (CSA) by the Federal Railroad Administration (FRA) Human Factors Program within the Office of Research and Development (R&D). CSA combines behavior-based safety, continuous improvement, and safety leadership development. With sponsorship from FRA, Behavioral Science Technology Inc. is instructing and advising on the implementation of CAB. The impact of CAB on worker practices is evaluated in this paper using three sources of data: (1) data collected by workers as part of CAB, (2) field training exercise (FTX) test results by managers, and (3) perceptions of workers and managers as reported in interviews. All three data sources indicate an improvement in practices. Looking at the inverse of percent safe behaviors, worker data shows risky behaviors have decreased from approximately eight percent to three percent, representing an improvement of at least 60 percent. Similarly, manager (FTX) data shows a decline from 3.2 to 1.9 percent, an improvement of 40 percent. In interviews, both workers and managers also report seeing improvements on the job. Overall results provide promising evidence that the labor and management efforts of CAB are effective at promoting safer practices under constraining signals and more safety awareness.
KW - Behavior
KW - Culture (Social sciences)
KW - Railroad safety
KW - Risk taking
KW - Safety programs
KW - Union Pacific Railroad
UR - http://www.fra.dot.gov/Elib/Document/2083
UR - http://ntl.bts.gov/lib/35000/35200/35282/DOT-FRA-RR-08-08.pdf
UR - https://trid.trb.org/view/917714
ER -
TY - SER
AN - 01156891
JO - Research Results
PB - Federal Railroad Administration
AU - Tse, Terry
AU - Federal Railroad Administration
TI - Safety Analysis of Communication Timeout and Latency in a Positive Train Control System
PY - 2008/06
SP - 4p
AB - The goal of this Federal Railroad Administration (FRA)-sponsored study was to provide an independent safety analysis of a Positive Train Control (PTC) system as proposed by North American Joint Positive Train Control (NAJPTC) with regard to the effect of PTC's communication timeout threshold and latency on safety and performance at high speeds, as compared to ATS known levels of safety at speeds of up to 110 miles per hour (mph). In January 1998, FRA, in conjunction with the Association of American Railroads (AAR) and IDOT, began to develop a high-speed PTC project for the Union Pacific Railroad (UP) between St. Louis, MO, and Chicago, IL, which is referred to as the IDOT Corridor. Development of this PTC system was terminated then revived at the Transportation Test Center, Inc. (TTC) in Pueblo, CO. However, analysis in this project using IDOT corridor traffic continues to provide valuable insight into the question of timeout and latency on the safety performance of PTC and other train control systems using wireless communication. The analysis considered the effects of timeout and latency on a traffic mix of 6 passenger trains per day and one freight train almost everyday, unequipped freight trains that varied in frequency from one train every three days to more than 2 trains per day depending on the season, and an IDOT sub-corridor under consideration. Train speeds varied between 35 and 110 mph depending on the train type. PTC latency values were allowed to vary from 5 and 20 seconds and communications timeout values extended from 120 and 360 seconds. Initial conclusions from this risk assessment are that for this particular corridor, traffic volume, traffic mix, and PTC latency and timeout values, there was no material effect on safety. Contrary to pre-analysis expectations that safety considerations would be the primary factor in specifying maximum acceptable timeout and latency for a PTC system, non-safety considerations such as route capacity, delay reduction and cost may actually be the governing factors in specifying timeout and latency. The final analysis showed that the PTC system as tested, was as safe as, or safer than the UP cab signal/ATS system.
KW - Communication
KW - Latency
KW - Positive train control
KW - Railroad safety
KW - Risk assessment
KW - Safety assessment
KW - Timeout
UR - http://www.fra.dot.gov/Elib/Document/2092
UR - https://trid.trb.org/view/917719
ER -
TY - SER
AN - 01156887
JO - Research Results
PB - Federal Railroad Administration
AU - Al-Nazer, Leith
AU - Federal Railroad Administration
TI - Development of Rail Temperature Prediction Model
PY - 2008/06
SP - 4p
AB - Preventing track buckling is important to the railroad industry’s goal of operational safety. It is a common practice for railroads to impose slow orders during hot weather when the risk of track buckling is high. Numerous factors affect track buckling, but the instantaneous rail temperatures and stress-free (neutral) rail temperatures are the most critical factors. Unfortunately, neither of these two temperatures is easily obtainable. Decisions for slow orders are often based on an arbitrary, ambient temperature limit. The Federal Railroad Administration (FRA) Office of Research and Development has initiated a research project to develop a model for predicting rail temperatures based on real-time meteorological forecast data. The rail temperature prediction model is based on the heat transfer process of a rail exposed to the sun. In developing such a model, a rail-weather station was established, composed of a portable weather station and a short segment of rail track with temperature sensors installed on both rails. The model has proven to be able to predict the maximum rail temperature within a few degrees and within 30 minutes of the actual time when the maximum rail temperature occurs during the day. The model is being validated for three locations where real-time weather data and rail temperature are collected. A prototype web-based software application has been developed. The application is also being tested by Amtrak.
KW - Buckling
KW - Hot weather
KW - Mathematical prediction
KW - Rail (Railroads)
KW - Railroad safety
KW - Railroad tracks
KW - Temperature
KW - Temperature sensors
UR - http://ntl.bts.gov/lib/45000/45900/45980/rr0806.pdf
UR - https://trid.trb.org/view/917716
ER -
TY - RPRT
AN - 01152598
AU - Peacock, Charles H
AU - Callis, Kristine
AU - Gregg, Patrick
AU - Hinton, Jason
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Organic Bio-Solids for Soil Amendment and Fertilization of North
Carolina Rights-of-Way
PY - 2008/06//Final Report
SP - 125p
AB - These studies were conducted to evaluate the use of materials derived from swine waste solids as pre-plant soil incorporated and topdressing fertilizers for roadside grass mix establishment. Four locations in North Carolina were used to determine the stability of the applied nutrients. Plots were established beginning in 2004, at the Horticultural Crops Research Station in Castle Hayne, Sandhills Research Station in Jackson Springs, Lake Wheeler Turfgrass Field Laboratory in Raleigh, and Mountain Horticultural Crops Research Station in Fletcher. Initially, a material derived from an anaerobically digested swine lagoon solid (Orbit) was used. In 2005, the use of this material was discontinued due to unavailability and a second material, SuperSoil which was an aerobically composted combination derived from swine waste solids and cotton gin residue was used. Soils were fertilized with either a standard check inorganic fertilizer of a 10-8.8-16.6 (N-P-K) material at 45 lbs/acre or using the organic source at either 0.5% v/v or 1.0% v/v incorporated to a depth of 6 inches. For the runoff studies, in year 2, a single topdressing application was made at rates equivalent to 45 lbs/acre. Soil samples were taken every week for the first 2 to 4 weeks depending on location and then every 4 to 6 weeks thereafter and the nutrient concentrations analyzed. Overall, the nutrient and pH results in the soil treated with 0.5% v/v SuperSoil are not different from the soil treated with a standard inorganic fertilizer. However the 1% v/v SuperSoil treatment consistently showed higher nutrient concentrations and higher pH values than the other two treatments. However, the Fletcher location showed the least change in nutrients or pH due to any fertilizer augmentation. Twenty-four plots were constructed at the Lake Wheeler Turfgrass Field Lab in Raleigh North Carolina specifically to collect surface runoff. Two types of fertilizer were applied to the plots -- an organic fertilizer, SuperSoil (4% N, 0.88% P, 2.5% K) and an inorganic fertilizer (10% N, 8.8% P, 16.6% K), referred to in this study as standard. Additionally, non treated plots were used as a check. Both a linear regression test and an analysis of variance using Least Squared Means found that there was no significant difference in nitrogen or phosphorus concentrations in runoff depending on type of fertilizer and the control. Therefore, this study concludes that there is no greater environmental threat from runoff from organic fertilizers than from inorganic fertilizers or unfertilized areas. Two nitrogen mineralization experiments were conducted using a Cecil Sandy Loam soil from the Lake Wheeler Turfgrass Field Lab in Raleigh and a Wakulla soil from Sandhills Research Station in Jackson Springs, North Carolina. This study found that Wakulla soil has about three times less NH4+-N than the Cecil soil. The Orbit treatment seems to bind nitrogen in both Cecil and Wakulla soils so that is not immediately accessible for mineralization or plant nutrient uptake. The SuperSoil treatment has a similar effect. Therefore using either the Orbit or the SuperSoil treatments does not appear to contribute immediate nitrogen in accessible forms for plant uptake and that an additional nitrogen component may need to be added to the final fertilizer product to fulfill immediate plant needs.
KW - Biosolids
KW - Evaluation
KW - Fertilization (Horticulture)
KW - Grasses
KW - North Carolina
KW - Nutrients
KW - Organic compounds
KW - Right of way (Land)
KW - Soils
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2005-25FinalReport.pdf
UR - https://trid.trb.org/view/913558
ER -
TY - RPRT
AN - 01141681
AU - Reyes, Jaime
AU - Mahmoud, Enad
AU - Abdallah, Imad N
AU - Masad, Eyad A
AU - Nazarian, Soheil
AU - Langford, Richard
AU - Tandon, Vivek
AU - University of Texas, El Paso
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Quantifying the Role of Coarse Aggregate Strength on Resistance to Load in HMA
PY - 2008/06//Technical Report
SP - 172p
AB - Several methods are available to determine aggregate characteristics, but their relationship to field performance, aggregate structure in hot mix asphalt (HMA), and traffic loading needs to be further investigated and defined. Current laboratory protocols do not correlate well with aggregate abrasion, toughness, and strength requirements during handling, construction, and service. Specifications should ensure that aggregate particles possess the necessary strengths to avoid degradation during handling, construction, and trafficking. This report discusses the determination of protocols and recommendations on the characteristics of the aggregates in a multifaceted way, considering the geological, geotechnical and mix design, to ensure accurate, economical, and time efficient testing methods. The use of these parameters in a micro-mechanical model to predict the performance is also discussed. Correlations and analytical investigations were performed on the results of existing Texas Department of Transportation (TxDOT) tests methods, as well as those not currently specified by TxDOT. The recommended tests were found to be promising with advantageous relationships with existing tests as alternatives. The Schmidt Hammer, Seismic Modulus (V-meter), and Indirect Tensile Strength tests were beneficial to be performed on bulk rock samples and cored rock specimens for their simplicity and time consumption. British Standards tests, i.e., Aggregate Crushing Value (ACV), prove to be very reliable methods in finding aggregate properties; for example, rock strength and modulus. Traditional tests are mentioned in this report as effective tests to characterize aggregate angularity and texture. The same investigation was done in HMA performance tests to discover methods that may prove to be useful and accurate. Dynamic Modulus and Flow Time are time consuming. Three other performance methods are tested to consider alternatives. The Indirect Tensile Strength, Seismic Modulus (V-meter), and the Hamburg Wheel Tracking Device tests demonstrate very good results to portray HMA performance and the role of aggregates in the new generation HMA mixes.
KW - Aggregate tests
KW - Angularity
KW - Asphalt mixtures
KW - Coarse aggregates
KW - Hamburg Wheel Tracking Device
KW - Hot mix asphalt
KW - Indirect tensile strength
KW - Micromechanical models
KW - Seismic modulus
KW - Test procedures
KW - Texture
UR - http://proquest.umi.com/pqdlink?did=1445046321&Fmt=7&clientI%20d=79356&RQT=309&VName=PQD
UR - https://trid.trb.org/view/902186
ER -
TY - RPRT
AN - 01139406
AU - Choi, Seongcheol
AU - Won, Moon C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Identification of Compliance Testing Method for Curing Effectiveness
PY - 2008/06//Technical Report
SP - 53p
AB - Curing has substantial effects on the long-term performance of Portland Cement Concrete (PCC) pavement. The Texas Department of Transportation (TxDOT) requires two applications of curing compounds, with a maximum 180 sq ft/gal per each application. However, no compliance testing is conducted for curing and, from a practical standpoint, compliance with specification requirements are rarely verified. The purpose of this research was to identify simple testing procedures that can be implemented to verify the compliance with specification requirements on curing. To this end, various test methods that appear to have potential for compliance testing for curing were evaluated in the field. The test methods evaluated include penetration resistance, initial surface adsorption, surface temperature, reflectance, relative humidity, and dielectric constant. A factorial experiment was set up for field testing, and the test methods were evaluated in the field. Varying rate of curing compound applications as well as application time was included as variables in the factorial experiment. Advantages and limitations of each method were identified and discussed. Based on the findings, it is concluded that the methods evaluated are neither practical nor accurate enough to be included in TxDOT specifications as a compliance testing. Rather, it appears that evaluating curing compound application rates by measuring curing cart speed could present the most feasible method for compliance testing.
KW - Acceptance tests
KW - Adsorption
KW - Application rates
KW - Compliance
KW - Concrete curing
KW - Concrete pavements
KW - Dielectric properties
KW - Field tests
KW - Paving
KW - Penetration resistance
KW - Reflectivity
KW - Relative humidity
KW - Specifications
KW - Surface temperature
KW - Test procedures
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5106_2.pdf
UR - https://trid.trb.org/view/899474
ER -
TY - RPRT
AN - 01139279
AU - Younce, Rick
AU - Hopwood, Theodore
AU - Palle, Sudhir
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Experimental Concrete Coating Application on the Median Barrier of I 65 in Louisville
PY - 2008/06//Final Report
SP - 25p
AB - The objectives of this research were to evaluate the experimental protective coating that was applied to approximately 1,200 linear feet of concrete median barrier along the paving project on a section of I 65 between mile points 131.289 and 136.421 in downtown Louisville. The project was completed generally in accordance with the specifications and special notes. This experimental project is the first trial of concrete coatings identified under KYSPR 05-271 Coatings, Sealants and Fillers to Address Bridge Concrete Deterioration and Aesthetics-Phase 1. The coatings systems identified under that study were intended to provide improved protection and aesthetics for reinforced concrete. This project proved that one candidate coatings system could be applied successfully on existing concrete. It is recommended that KYTC further pursue use of this knowledge by conducting more experimental/ prototype projects to further investigate how coatings hold up on new and old concrete barriers.
KW - Barriers (Roads)
KW - Louisville (Kentucky)
KW - Maintenance
KW - Protective coating
KW - Reinforced concrete
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_20_FR_155_06_1F.pdf
UR - https://trid.trb.org/view/899068
ER -
TY - RPRT
AN - 01139130
AU - Giuliano, Genevieve
AU - O'Brien, Thomas
AU - METRANS Transportation Center
AU - California Department of Transportation
AU - University Transportation Centers Program
AU - University of Southern California, Los Angeles
TI - Evaluation of Extended Gate Operations at the Ports of Los Angeles and Long Beach
PY - 2008/06//Final Report
SP - 80p
AB - This report presents an examination of the implementation of extended gate operations at the Port of Los Angeles and the Port of Long Beach. In an effort to mitigate traffic and air quality impacts of port operations and in response to threatened regulatory legislation, a voluntary program of extended gate hours was established and implemented by terminal operators. The program, known as PierPASS, assesses a Traffic Mitigation Fee (TMF) on eligible containers moved into and out of the ports during peak hours. The fees are intended to defray the costs of extended operations at the ports. The report focuses on the implementation of the program and its outcomes over a period of two years. The motivations and actions of the ports, terminal operators, shippers, drayage industry, longshore labor, community leaders, and elected officials are discussed. The report also examines the institutional framework of the goods movement supply chain, the effects on heavy truck traffic, and the implications for long-term change and transferability to other ports in the US.
KW - Cargo handling
KW - PierPASS
KW - Port congestion
KW - Port of Long Beach
KW - Port of Los Angeles
KW - Port traffic
KW - Ports
KW - Supply chain management
KW - Terminal operations
UR - http://www.metrans.org/sites/default/files/research-project/05-12%20Final_0_0.pdf
UR - https://trid.trb.org/view/898632
ER -
TY - RPRT
AN - 01138256
AU - Funk, Ken
AU - Lyall, B
AU - Oregon State University, Corvallis
AU - Federal Aviation Administration
TI - Comparative Analysis of Flightdecks With Varying Levels of Automation
PY - 2008/06//Final Report
SP - 31p
AB - Since 'flightcrew error' is the single most common probable cause or contributing factor cited as leading to commercial transport aircraft accidents, it is appropriate that significant effort be given to the study of flight deck human factors issues. That was the purpose of this grant research, and with the support of the Federal Aviation Administration Office of Chief Scientific and Technical Advisor for Human Factors (AAR-100), we were privileged to conduct or initiate four major tasks aimed at improving aviation safety by addressing flight deck human factors. These tasks were performed under grant 93-G-039 from AAR-100 to Oregon State University and its subcontractors. Beth Lyall, President of Research Integrations, Inc., and Ken Funk, Associate Professor of Industrial and Manufacturing Engineering, Oregon State University, were Co-Principal Investigators. We were joined in the work by our colleagues Vic Riley of Honeywell, Inc., Gary Bakken of Analytica Systems, Inc., and supported by numerous Oregon State University students, and Research Integrations, Honeywell, and Analytica Systems personnel.
KW - Aircraft
KW - Aircraft operations
KW - Automatic pilot
KW - Aviation safety
KW - Civil aviation
KW - Flight crews
KW - Flight decks
KW - Human factors engineering
UR - http://www.tc.faa.gov/logistics/grants/pdf/1993/93-g-039.pdf
UR - https://trid.trb.org/view/898281
ER -
TY - RPRT
AN - 01135791
AU - Ahn, K
AU - Rakha, H
AU - Hill, D
AU - Virginia Polytechnic Institute and State University, Falls Church
AU - FreeAhead, Inc.
AU - Federal Highway Administration
TI - Data Quality White Paper
PY - 2008/06//Interim Report
SP - 48p
AB - This paper looks at the issue of data quality within the context of transportation operations and management. The objective of this paper is to investigate data quality measures and how they are applied in existing systems. This paper explores the relevance of the data quality measures that were defined in a report entitled Traffic Data Quality Measures and presents an overview of the requirements for the implementation of a real-time information program. Specifically, this paper focuses on the real-time travel information applications within six primary interfaces (traffic management information, maintenance and construction management, transit management and information, information service provider information, parking information, and emergency management information) and their associated applications as identified in the publication of Interim Guidance on the Information Sharing Specifications and Data Exchange Formats for the Real-Time System Management Information Program. The paper examined the quality of traffic data in existing real-time ATIS applications for both the public and private sector. The paper provides recommended data quality measures for three widely utilized traffic-related parameters, travel time, speed, and weather information. These recommendations were defined for each of the six data quality measures, accuracy, completeness, validity, timeliness, coverage, and accessibility.
KW - Accessibility
KW - Construction management
KW - Data collection
KW - Data quality
KW - Highway traffic control
KW - Information systems
KW - Quality control
KW - Real time information
KW - Travel time
UR - http://ntl.bts.gov/lib/30000/30800/30816/dataqual_whitepaper.pdf
UR - https://trid.trb.org/view/896137
ER -
TY - RPRT
AN - 01135187
AU - National Highway Traffic Safety Administration
TI - Traffic Records Assessment: State of Indiana. 'The Evolution'. Version III
PY - 2008/06
SP - 13p
AB - n March 2008, at the request of the Traffic Safety Division (TSD) of the Indiana Criminal Justice Institute (ICJI), the National Highway Traffic Safety Administration (NHTSA) assembled a traffic records assessment team to review all components of the States traffic records system. This team consisted of professionals with backgrounds and expertise in the following areas: Traffic enforcement and adjudication; Professional engineering; EMS/trauma data systems; Crash reporting/reconstruction; and Licensing/vehicle registrations. The purpose of the assessment was to determine the ability of Indiana’s traffic records system accomplishing the following: aide in the identification of the States safety problems manage countermeasures implemented to address traffic safety issues evaluate the effectiveness of implemented countermeasures A similar assessment was conducted in 2005 that offered a number of recommendations to improve the States traffic records system. Management officials at the Indiana Criminal Justice Institute assigned the highest priority to correct the shortcomings noted in that 2005 report. They immediately got commitments from the various agencies with traffic safety missions, not only at the staff level, but also at the executive level, to correct the deficiencies noted. The state planned and initiated a set of programs to develop a traffic records system that provides the highway safety community with accurate, timely and quality crash and traffic records data.
KW - Countermeasures
KW - Crash records
KW - Crash reports
KW - Evaluation and assessment
KW - Highway operations
KW - Indiana
KW - Safety audits
KW - Traffic data
KW - Traffic safety
UR - https://trid.trb.org/view/894628
ER -
TY - RPRT
AN - 01134858
AU - Federal Highway Administration
TI - I-15 corridor Utah County to Salt Lake County, Utah and Salt Lake counties : environmental impact statement
PY - 2008/06//Volumes held: Draft(2v)(v.2 folio), F(3v)(v.2 folio), Record of decision B1
KW - Environmental impact statements
KW - Utah
UR - https://trid.trb.org/view/895608
ER -
TY - RPRT
AN - 01134795
AU - Federal Aviation Administration
TI - Fort Lauderdale Hollywood International Airport : environmental impact statement
PY - 2008/06//Volumes held: Draft(5v), F(10v)
KW - Environmental impact statements
KW - Florida
UR - https://trid.trb.org/view/895555
ER -
TY - RPRT
AN - 01134743
AU - Federal Highway Administration
TI - Route 460 location study, counties of Prince George, Sussex, Surry, Southampton, Isle of Wight and the City of Suffolk : environmental impact statement
PY - 2008/06//Volumes held: Draft, F
KW - Environmental impact statements
KW - Virginia
UR - https://trid.trb.org/view/895502
ER -
TY - RPRT
AN - 01129885
AU - Wang, Bruce (Xiubin)
AU - Adams, Teresa M
AU - Wittwer, Ernie
AU - National Center for Freight and Infrastructure Research and Education (CFIRE)
AU - Wisconsin Department of Transportation
AU - Research and Innovative Technology Administration
TI - Mississippi Valley Freight Coalition: Logistics Course for the Public Sector
PY - 2008/06//Final Report
SP - 130p
AB - The primary purpose of the Course is to provide information to public sector—departments of transportation (DOTs) and Metropolitan Planning Organizations—staff who work with freight providers or in freight planning on logistics. This information will help them better understand the needs of the freight community and help them better perform their daily activities. More details on the Coalition efforts are posted to the Coalition website (http://www.mississippivalleyfreight.org).
KW - Freight service
KW - Freight transportation
KW - Logistics
KW - Metropolitan planning organizations
KW - Mississippi Valley Freight Coalition
KW - State departments of transportation
UR - https://trid.trb.org/view/890102
ER -
TY - RPRT
AN - 01129633
AU - Qiao, Pizhong
AU - Yang, Mijia
AU - Mosallam, Ayman
AU - Song, Gangbing
AU - University of Akron
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - An Over-Height Collision Protection System of Sandwich Polymer
Composites Integrated with Remote Monitoring for Concrete Bridge
Girders
PY - 2008/06
SP - 128p
AB - One of the common damages in existing highway bridges is the damage at the bottom corners or edges of the reinforced concrete beams or box girders induced by an impact of trucks exceeding the allowable height clearance of the bridges. In this study, a collision protection and scarifying system is developed, and it utilizes advanced materials/structures to protect highway bridge girders. The proposed collision protection and scarifying system is in a new “I-Lam” (Impact Laminate) configuration and bolted and/or bonded to the bottom portions or edges of concrete girders. The I-Lam panels are made of a composite sandwich construction with multi-layer aluminum honeycomb core and top and bottom thin face sheets, and they are developed/designed specifically for impact damage protection of bridge girders (e.g., concrete girders). Design criteria and guideline for I-Lam are developed, and the analysis, optimal design, and quality control tests of the collision protection system are conducted. Smart piezoelectric sensors are integrated with the I-Lam panels for monitoring the performance of the collision protection system. The collision protection system is implemented in an identified bridge. The developed smart bilayer honeycomb I-Lam sandwich is capable of reducing the transferred contact force dramatically, absorbing/mitigating impact energy, protecting the underneath concrete structures by system scarifying and core crushing, and monitoring the impact incident with smart piezoelectric sensors, and it is applicable to protecting other structures (e.g., steel girders, columns) from accidental vehicle impact in the highways.
KW - Bridges
KW - Composite materials
KW - Crashes
KW - Energy absorbing materials
KW - Girders
KW - Impact loads
KW - Overheight vehicles
KW - Piezoelectric materials
KW - Protection
KW - Sandwich construction
KW - Sensors
KW - Trucks
UR - http://worldcat.org/arcviewer/1/OHI/2009/04/30/H1241104309097/viewer/file1.pdf
UR - http://ntl.bts.gov/lib/55000/55800/55846/FHWA-OH-2008-6.PDF
UR - http://ntl.bts.gov/lib/55000/55800/55847/FHWA-OH-2008-6_EXEC_SUMMARY.PDF
UR - https://trid.trb.org/view/889779
ER -
TY - RPRT
AN - 01128911
AU - Dolbeer, Richard A
AU - Wright, Sandra E
AU - Federal Aviation Administration
AU - Department of Agriculture
TI - Wildlife Strikes to Civil Aircraft in the United States 1990-2007
PY - 2008/06
SP - 69p
AB - The civil and military aviation communities widely recognize that the threat to human health and safety from aircraft collisions with wildlife (wildlife strikes) is increasing (Dolbeer 2000, MacKinnon et al. 2001). Globally, wildlife strikes have killed more than 219 people and destroyed over 200 aircraft since 1988 (Richardson and West 2000; Thorpe 2003; 2005; Dolbeer, unpublished data). Three factors that contribute to this increasing threat are: 1. Many populations of wildlife species commonly involved in strikes have increased markedly in the last few decades and adapted to living in urban environments, including airports. 2. Concurrent with population increases of many large bird species, air traffic has increased substantially since 1980. 3. Commercial air carriers are replacing their older three- or four-engine aircraft fleets with more efficient and quieter, two-engine aircraft. Previous research has indicated that birds are less able to detect and avoid modern jet aircraft with quieter engines than older aircraft with noisier engines. This report presents a summary analysis of data from the FAA’s National Wildlife Strike Database for the 18-year period 1990 through 2007.
KW - Air transportation crashes
KW - Aviation safety
KW - Bird strikes
KW - Civil aircraft
KW - United States
UR - http://digitalcommons.unl.edu/cgi/viewcontent.cgi?article=1023&context=birdstrikeother
UR - https://trid.trb.org/view/888029
ER -
TY - RPRT
AN - 01128366
AU - Huijser, Marcel P
AU - McGowen, Patrick Tracy
AU - Clevenger, Anthony P
AU - Ament, Rob
AU - Western Transportation Institute
AU - Federal Highway Administration
TI - Wildlife-Vehicle Collision Reduction Study: Best Practices Manual
PY - 2008/06
SP - 204p
AB - Under the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU) Congressional Bill, the Secretary of Transportation was directed to conduct a national wildlife–vehicle collision (WVC) reduction study. The study was to advance the understanding of the causes and impacts of WVCs and identify solutions to this growing safety problem. A report was submitted to Congress in November 2007. This document builds on that report providing a best practices manual for reducing wildlife–vehicle collisions. Design and implementation guidelines are provided for wildlife fencing, wildlife underpasses and overpasses, animal detection systems, vegetation management and wildlife culling. Additionally for a WVC reduction program, information is provided on regional planning, identification of priority areas, alignment and design considerations, guidelines for monitoring effectiveness of mitigations, and potential funding sources.
KW - Animal detection systems
KW - Animal vehicle collisions
KW - Best practices
KW - Endangered species
KW - Guidelines
KW - Highway design
KW - Manuals
KW - Overpasses
KW - Road kill
KW - Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users
KW - Strategic planning
KW - Underpasses
KW - Vegetation control
KW - Wildlife
KW - Wildlife crossings
KW - Wildlife fencing
UR - https://www.environment.fhwa.dot.gov/ecosystems/wvc/index.asp
UR - https://www.environment.fhwa.dot.gov/ecosystems/wvc/wvc.pdf
UR - https://trid.trb.org/view/888842
ER -
TY - RPRT
AN - 01127435
AU - Izevbekhai, Bernard Igbafen
AU - Rohne, Ryan J
AU - Minnesota Department of Transportation
AU - Minnesota Department of Transportation
AU - Federal Highway Administration
TI - MnROAD Cell 54: Cell Constructed With Mesabi-Select (Taconite-Overburden) Aggregate; Construction and Early Performance
PY - 2008/06//Final Report
SP - 92p
AB - Cell 54 was constructed on October 22, 2004 on the straight portion of the MnROAD low-volume loop coterminous with the curved portion on the southeast side. It is made up of 8 in. of concrete underlain by variable depth of class 5 aggregate base and approximately 3 in. of compacted in-situ fill. The Minnesota Department of Transportation (Mn/DOT) constructed this cell to study properties of Mesabi-Select as aggregate in concrete. This mineral aggregate that contains less iron than the ore, was obtained from overburdens in the iron ore ledges in northern Minnesota. There is no record of a previous cell constructed to study the suitability of Mesabi-Select in concrete. This project consisted of a 192-ft jointed-plain-dowelled concrete pavement comprising two lanes of 12- by 15-ft slabs paved by slip-form construction process on October 22, 2004. The longitudinal joints were tied and unsealed. Mn/DOT obtained samples and laboratory tested them for mechanical properties after rheological properties had been field evaluated. The inside lane and the outside lane will be loaded with the standard MnROAD 80-kip and 110-kip truck in the same frequency and load spectrum as other parts of the low volume road. Performance data will be continuously obtained from embedded strain gauges, vibrating wires, moisture sensors and thermocouples.
KW - Base course (Pavements)
KW - Concrete pavements
KW - Low volume roads
KW - Mineral aggregates
KW - Pavement performance
KW - Taconite
KW - Test sections
UR - http://www.dot.state.mn.us/research/TS/2008/200818.pdf
UR - http://www.lrrb.org/PDF/200818.pdf
UR - https://trid.trb.org/view/887903
ER -
TY - RPRT
AN - 01126414
AU - Akashi, Yukio
AU - Van Derlofske, John
AU - Raghavan, Ramesh
AU - Bullough, John D
AU - Rensselaer Polytechnic Institute
AU - National Highway Traffic Safety Administration
TI - Assessment of Headlamp Glare and Potential Countermeasures: The Effects of Headlamp Mounting Height
PY - 2008/06
SP - 45p
AB - This project examined the effects of headlamp mounting height on the disability and the sensation of discomfort caused by glare. This was performed through a field study and a simulation study. In the field study, subjects evaluated the degree of glare from oncoming and following headlamps with different mounting heights and different intensity of headlamps. This field study provides data to suggest how headlamp mounting height affects discomfort glare. Additionally, to examine disability glare, two simulation analyses were also performed through calculations using existing models. One analyzed drivers’ reaction times to peripheral targets. The other analyzed detection distances to small targets located along the roadway. Both analyses treated headlamp mounting height as one of several independent variables. Overall, this project led to the conclusion that the mounting height of oncoming headlamps affects both disability glare and discomfort glare. A common tendency is that as the mounting height increases, glare is also increased. The increase in glare results in increased discomfort and reduction of visual performance (i.e., increased reaction times to detect objects and decreased detection distances).
KW - Countermeasures
KW - Detection distance
KW - Field studies
KW - Glare
KW - Headlamp mounting height
KW - Headlamps
KW - Reaction time
KW - Visibility
KW - Visibility distance
UR - http://ntl.bts.gov/lib/30000/30900/30957/810-947_1_.pdf
UR - https://trid.trb.org/view/886697
ER -
TY - RPRT
AN - 01125364
AU - Blower, Daniel
AU - Green, Paul E
AU - Matteson, Anne
AU - University of Michigan Transportation Research Institute
AU - Federal Motor Carrier Safety Administration
TI - Bus Operator Types and Driver Factors in Fatal Bus Crashes: Results from the Buses Involved in Fatal Accidents Survey
PY - 2008/06//Special Report, Task C; Final Report
SP - 29p
AB - The Transportation Safety Analysis Division at the University of Michigan Transportation Research Institute (UMTRI) initiated the Buses Involved in Fatal Accidents (BIFA) project in 2000 to collect more detailed information about buses involved in fatal crashes. The BIFA project is supported by the Federal Motor Carrier Safety Administration. Previous work using BIFA data showed significant differences between different bus operations in terms of crash types, when and where the crashes occurred, the incidence of bus driver error, and previous driver record of the drivers. Using BIFA data for 1999-2005, the present study focuses on factors associated with driver errors in fatal bus crashes involving different bus operator types. Five different carrier types are identified: School, transit, intercity, charter/tour, and “other” bus operators. There are substantial differences between these carrier types that are reflected in rates of bus driver errors in crashes and in the previous driving record of the bus drivers. Many factors are identified that are associated with driver error, including bus operation type, age, sex, hours driving, trip type, method of compensation, and previous driving record. A logistic regression model was used to model the probability of driver error. Bus operation type, previous violations, and previous crashes were significant parameters in the model. The other factors were not significant.
KW - Bus crashes
KW - Bus drivers
KW - Buses
KW - Buses Involved in Fatal Accidents
KW - Demographics
KW - Errors
KW - Fatalities
KW - Intercity bus lines
KW - School buses
KW - Tour buses
KW - Transit buses
UR - http://deepblue.lib.umich.edu/bitstream/2027.42/61823/1/102176.pdf
UR - http://hdl.handle.net/2027.42/61823
UR - http://ntl.bts.gov/lib/51000/51300/51305/FMCSA-RRA-09-041_BIFA.pdf
UR - https://trid.trb.org/view/885834
ER -
TY - RPRT
AN - 01125353
AU - Wang, Kejin
AU - Mohamed-Metwally, Mohamed
AU - Bektas, Fatih
AU - Grove, Jim
AU - Iowa State University, Ames
AU - Center for Transportation Research and Education
AU - Federal Highway Administration
TI - Improving Variability and Precision of Air-Void Analyzer (AVA) Test
Results and Developing Rational Specification Limits
PY - 2008/06//Phase I Report
SP - 97p
AB - Since air-void analyzer (AVA) was introduced in the 1990s, various studies have been conducted in the United States to apply this technology. Many concerns are raised on (a) the variation of the AVA tests, (b) the relationship between AVA and other standard measurements, and (c) AVA specification limits. The application of AVA tests in concrete practice is therefore very challenging. The goals of the present research project are to reduce variability and improve precision of AVA test results and to develop rational specification limits for controlling concrete freezing and thawing (F-T) damage using the AVA test parameters. This project consists of three phases: (1) Phase 1—Literature search and analysis of existing AVA data (June 2007–August 2008), (2) Phase 2—AVA testing procedure and specification modification, (3) Phase 3—Field study of AVA and specification refinement. In the present research report, the major activities and findings of the Phase 1 study are presented, and the major tasks for the Phase 2 study are recommended. The major activities of the Phase 1 study included the following: performing a literature search, collecting and reviewing available AVA data, completing a statistical analysis on collected AVA data, and carrying out some AVA trial tests in lab. The results indicate that AVA is a time- and cost-effective tool for concrete quality control. However, robustness of the AVA equipment, test procedures, and resulting interoperations need further improvement for a proper implementation of the AVA technology in concrete practice.
KW - Air void analyzers
KW - Air voids
KW - Concrete
KW - Precision
KW - Quality control
KW - Reliability
UR - http://www.ctre.iastate.edu/reports/ava.pdf
UR - https://trid.trb.org/view/886102
ER -
TY - RPRT
AN - 01124567
AU - Lahitou, Lucas
AU - Choi, Seongcheol
AU - Won, Moon C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Debonding in Bonded Concrete Overlays over Continuously Reinforced Concrete Pavements
PY - 2008/06//Technical Report
SP - 65p
AB - Field evaluations of bonded concrete overlay (BCO) performance reveal that debonding between old and new concrete is responsible for distresses in BCO. An in-depth investigation is needed to fully understand debonding mechanisms and their effects on distresses in BCO. A literature review conducted as part of this study revealed that, although most currently available BCO design procedures recognize the importance of attaining a perfect bond between the overlay and the substrate, they do not address this aspect directly. Therefore, this study is aimed at investigating the mechanics of debonding under environmental loading at early ages and, based on an evaluation of these mechanisms, at developing a model capable of determining the extent of debonding for a variety of material, structural and environmental conditions. To that end, two 2-dimensional finite element models were developed. These models characterize debonding from the perspective of reflective cracks and nonreflective (top-down) cracks. The evaluation of analysis results demonstrates that the most critical scenario is debonding in non-reflective cracks. Next, the behavior of BCO was investigated through sensitivity analysis. The non-reflective crack debonding model is sensitive to slab thickness, modulus, and coefficient of thermal expansion (CTE) of overlay concrete and the interface bond strength. All the other variables included in the analysis, including slab thickness and CTE of existing concrete slab had little effect on debonding.
KW - Bond strength (Materials)
KW - Bonded concrete overlays
KW - Coefficient of thermal expansion
KW - Concrete overlays
KW - Continuously reinforced concrete pavements
KW - Debonding
KW - Field studies
KW - Finite element method
KW - Literature reviews
KW - Modulus of elasticity
KW - Pavement cracking
KW - Reflection cracking
KW - Sensitivity analysis
KW - Thickness
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_4893_4.pdf
UR - https://trid.trb.org/view/885845
ER -
TY - RPRT
AN - 01122969
AU - Wilmot, Chester G
AU - Varanasi, Srinivas
AU - Vadlamani, Srividiya
AU - Louisiana State University, Baton Rouge
AU - Louisiana Transportation Research Center
AU - Federal Highway Administration
TI - Analysis of Louisiana Vehicular Input Data for MOBILE 6
PY - 2008/06//Final Report
SP - 77p
AB - The purpose of this study was to identify sources of data for MOBILE 6 and set procedures to prepare the data in the format required for use in MOBILE 6. The Environmental Protection Agency (EPA) has provided a comprehensive set of documents describing proper use of MOBILE 6 and has also provided a full set of default values to assist in operation of the model. However, the EPA warns that local data should be used wherever possible, and efforts were made in this study to develop procedures that allow local data to be gathered for use in MOBILE 6. A proof-of-concept study was conducted on the use of Global Positioning System (GPS) instruments to estimate vehicle miles traveled (VMT) and soak times. From data of GPS-equipped vehicles in Lexington, Kentucky, gathering information on VMT and soak times in this manner appears to be feasible, and the results showed that local data is sometimes considerably different from that portrayed in MOBILE 6 default tables. Another method of local data collection tested in this study was a method used to estimate VMT from Highway Performance Monitoring System (HPMS) data without using volume groups. Volume groups are difficult to assign to links where no traffic count data exist. The method produces less accurate results than the current method (root mean square error of 1643 vehicles per day overall, versus 543 in the conventional method), but once established, it is easier to apply.
KW - Data collection
KW - Exhaust gases
KW - Global Positioning System
KW - Highway Performance Monitoring System
KW - Local data
KW - Louisiana
KW - MOBILE6 (Computer model)
KW - Soak time
KW - Vehicle miles of travel
UR - http://www.ltrc.lsu.edu/pdf/2008/fr_433.pdf
UR - https://trid.trb.org/view/884599
ER -
TY - RPRT
AN - 01122961
AU - Crabtree, Joseph Dale
AU - Wallace, Candice Y
AU - Mamaril, Natasha J
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Technology Scan for Electronic Toll Collection
PY - 2008/06//Final Report
SP - 51p
AB - The purpose of this project was to identify and assess available technologies and methodologies for electronic toll collection (ETC) and to develop recommendations for the best way(s) to implement toll collection in the Louisville metropolitan area. The intent was to determine which tolling mechanisms maximize efficiency and effectiveness of toll collection while minimizing traffic impacts. This report describes the advantages and disadvantages of tolling, current tolling technologies, the purpose of ETC, and the benefits and costs of ETC. Implementation issues for ETC are discussed, including the location of toll collection facilities, ETC methodologies, interoperability of ETC systems, how to handle vehicles not equipped for ETC, enforcement, pricing strategies, and congestion management. Case studies are presented for the Bay Area Bridges in San Francisco, Highway 407 in Toronto, and the Indiana Toll Road. The study concluded that ETC provides substantial advantages over manual toll collection; ETC technology is proven, accurate, and reliable; interoperability is an important consideration in choosing an ETC technology; the greatest benefits are achieved with open-road tolling ;decisions must be made regarding how to deal with non-equipped, non-enrolled vehicles; and adequate enforcement will be critical to the success of any ETC implementation.
KW - Automated toll collection
KW - Benefits
KW - Case studies
KW - Congestion management systems
KW - Costs
KW - Implementation
KW - Interoperability
KW - Law enforcement
KW - Location
KW - Louisville (Kentucky)
KW - Open road tolling
KW - Road pricing
KW - Technology assessment
KW - Toll facilities
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_15_SPR_359_08_1F.pdf
UR - https://trid.trb.org/view/884396
ER -
TY - RPRT
AN - 01122644
AU - Mehta, Yusuf A
AU - Gabler, Hampton Clay
AU - Rowan University
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Analysis of Fatal Accidents in New Jersey
PY - 2008/06//Final Report
SP - 100p
AB - In 2005 there were 691 fatal crashes and 748 fatalities in New Jersey. The data necessary to adequately understand fatal crashes are not readily available to New Jersey policy makers. The research program has developed a pilot system which links fatal crash data with other associated state data files. This research project has considered the following four databases: (1) New Jersey Crash Records, (2) the New Jersey Motor Vehicle Commission Fatal Accident Database, (3) Fatality Analysis Reporting System (FARS), and (4) the New Jersey State Police Fatal Investigations Division database. By linking these databases, there is an opportunity to investigate the root causes of fatalities in ways that are not possible through analysis of a single database. The project has used New Jersey fatal crash data to conduct two case studies, one on teen driver risk and one on elderly driver risk, to demonstrate the value of a linked data system.
KW - Aged drivers
KW - Case studies
KW - Crash records
KW - Crash risk forecasting
KW - Crashes
KW - Data files
KW - Data linking
KW - Databases
KW - Fatalities
KW - Fatality Analysis Reporting System
KW - New Jersey
KW - Teenage drivers
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-005.pdf
UR - https://trid.trb.org/view/884320
ER -
TY - RPRT
AN - 01122643
AU - Spasovic, Lazar N
AU - Dimitrijevic, Branislav
AU - Borra, Pavani
AU - New Jersey Institute of Technology, Newark
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Alternative Performance Measures for Evaluation of Congestion – Congestion Analysis Model Update and Maintenance
PY - 2008/06//Final Report
SP - 97p
AB - Traffic congestion has numerous negative effects on the movement of people and goods, economic productivity and the environment. These effects include increased travel times resulting in lost wages and decreased labor productivity, wasted fuel and cost associated with it, deteriorating air quality, and drivers’ stress, which can adversely affect safety, health, and labor productivity. In recent years these effects have come to the forefront of the public’s concern. In order to quantify traffic congestion and its impacts on New Jersey’s motorists, New Jersey Institute of Technology (NJIT) developed the Congestion Analysis Model. This is a computer software tool that estimates congestion costs, congestion related travel delay, and mobility indicators for New Jersey highways. The key advantage of NJIT’s model over other computer models developed for the same purpose is that it uses the New Jersey Congestion Management System (NJCMS) database to calculate travel delays and other congestion indicators. This project builds on the accomplishments of the previous work on developing congestion analysis software. Specific objectives of this project are to update the calculation methodology, improve software’s user interface, redesign the output tables to meet New Jersey Department of Transportation (NJDOT) requirements, update software documentation, and provide limited technical support to NJDOT users.
KW - Computer models
KW - Computer program documentation
KW - Congestion management systems
KW - Cost estimating
KW - Mobility
KW - New Jersey
KW - Performance measurement
KW - Software
KW - Traffic congestion
KW - Traffic delays
KW - User interfaces (Computer science)
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2007-006.pdf
UR - https://trid.trb.org/view/884314
ER -
TY - RPRT
AN - 01122642
AU - Maher, Ali
AU - Bennert, Thomas A
AU - Center for Advanced Infrastructure and Transportation
AU - New Jersey Department of Transportation
AU - Federal Highway Administration
TI - Evaluation of Poisson’s Ratio for Use in the Mechanistic Empirical Pavement Design Guide (MEPDG)
PY - 2008/06//Final Report
SP - 60p
AB - The pavement design industry is moving towards the use of mechanistic principles in designing flexible pavements. To determine the resultant strains in the pavement system using these principles, two material properties are required: 1) modulus and 2) Poisson’s ratio. In flexible pavement design, the required modulus can be determined either in the laboratory or in the field. In the lab, the dynamic modulus and resilient modulus tests are used to determine the modulus values of asphalt and unbound materials, respectively. In the field, the Falling Weight Deflectometer (FWD) is commonly used to determine the modulus of the various materials. However, the value of the Poisson’s Ratio is usually assumed. This research project encompassed the evaluation of whether or not the Poisson’s Ratio can be measured using the same test procedures commonly used to obtain the modulus values for flexible pavement design (i.e., dynamic modulus test for asphalt and resilient modulus test for unbound materials). The research project also evaluated the sensitivity of pavement performance and the FWD backcalculation procedure when varying the magnitude of the Poisson’s Ratio parameter. The results showed that the Poisson’s Ratio can readily be measured during the dynamic modulus (AASHTO TP62) test procedure using a radial Linear Variable Differential Transducer (LVDT) measuring system. Tests conducted on a number of asphalt mixtures also showed that there is a relationship between modulus and Poisson’s Ratio (as modulus decreases, Poisson’s Ratio increases). However, some discrepancies were found between the measured and predicted values when using the Poisson’s Ratio prediction equation provided in the Mechanistic Empirical Pavement Design Guide (MEPDG) software, especially when higher PG asphalt binder grades were used. The results also showed that the Poisson’s Ratio should not be measured during the resilient modulus (M sub R) test for unbound materials. This is mainly due to the fact that the M sub R test does not typically test the material in its natural linear elastic state, which is where the Poisson’s Ratio concept is valid. Sensitivity analysis work with the FWD backcalculation and using the MEPDG illustrated how the predicted pavement response is affected by the selected Poisson’s Ratio value.
KW - Backcalculation
KW - Dynamic modulus of elasticity
KW - Falling weight deflectometers
KW - Flexible pavements
KW - Linear variable differential transducers
KW - Mechanistic-Empirical Pavement Design Guide
KW - Modulus of resilience
KW - Pavement design
KW - Poisson ratio
KW - Test procedures
UR - http://www.nj.gov/transportation/refdata/research/reports/FHWA-NJ-2008-004.pdf
UR - https://trid.trb.org/view/884317
ER -
TY - RPRT
AN - 01121732
AU - Andereck, Kathleen L
AU - McCabe, James
AU - Tourism Consultants
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Origins and Destinations Study of Older Persons
PY - 2008/06//Final Report
SP - 64p
AB - The purpose of this research was to help provide insight into the travel behavior and transportation needs of older persons in Pima County. Several methods of data collection were done including face-to-face in-home interviews of seniors with mobility limitations, interviews with seniors who attended senior centers, and a mail survey to a sample that was representative of seniors in Pima County. The results of the study suggest that seniors are primarily responsible for meeting their own transportation needs. However as these seniors age, they are facing more challenges in managing their needs to travel freely around their communities. The seniors the authors surveyed at the senior centers are more at risk than the seniors they surveyed through the mailed survey because of lower income, lower health status, and a larger number who live alone. Seniors’ driving habits are changing. Almost half report driving less in the past 2 years and 40% of respondents had no knowledge of public transportation services available in their communities. While 71% would prefer a friend or family member to drive when they cannot, seniors who live alone will have limited options. The lack of transportation services can have a significant impact on quality of life for these seniors. Many cited less participation in leisure activities because of driving less. More than half feel that it would be difficult to remain in their current home if they are no longer able to drive. In fact, 24% have moved into a new residence since they stopped driving. Seniors need more transportation options to stay active and involved. The vast majority of the “trips” they make on a daily/weekly basis are for social events, to do “errands”, or go to church. Seniors feel that improving the quality of transportation services in the community will involve more dependable transportation and having a variety of options for transportation services.
KW - Aged
KW - Aged drivers
KW - Community transportation
KW - Driving
KW - Driving cessation
KW - Mobility
KW - Needs assessment
KW - Origin and destination
KW - Quality of life
KW - Travel behavior
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ614.pdf
UR - https://trid.trb.org/view/879188
ER -
TY - RPRT
AN - 01121704
AU - Palle, Sudhir
AU - Higgins, Steve
AU - Hopwood, Theodore
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Compost for Steep Slope Erosion
PY - 2008/06//Final Report
SP - 35p
AB - This study was initiated to develop guidelines for maintenance erosion control measures for steep slopes. The study focused on evaluating and monitoring KY-31 fescue germination rates using two media treatments 1) 100% by weight compost and 2) 70% compost with 30% soil with different seeding rates on a pilot project to establish vegetation on slopes with grades of 3:1 or steeper. The pilot program demonstrated that weed infestation and erosion problems on slopes can be minimized by use of properly formulated compost with sufficient seed. It also showed that the seeding rate of 1 lb/1,000 ft2 slope area currently employed by KYTC for erosion control was not sufficient for steeper slopes.
KW - Compost
KW - Erosion control
KW - Fescue
KW - Germination
KW - Slopes
KW - Soil stabilization
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_16_SPR_360_08_1F.pdf
UR - https://trid.trb.org/view/883602
ER -
TY - RPRT
AN - 01118689
AU - Troup, K
AU - Newton, D
AU - Jensen, M
AU - Mitchell, C
AU - Stock, D
AU - Carter, M
AU - Wolfe, M
AU - Schaefer, R
AU - Science Applications International Corporation
AU - Research and Innovative Technology Administration
AU - Department of Transportation
TI - Columbus Electronic Freight Management Evaluation Final Report
PY - 2008/06//Final Report
SP - 222p
AB - This document provides the independent evaluation of the USDOT-sponsored Columbus Electronic Freight Management (CEFM) Operational Test, which occurred from late May 2007 until December 2007. The Evaluation report includes descriptions of the CEFM system and defines quantitative and qualitative benefits in the following four primary study areas: (1) CEFM system usefulness in terms of participants’ perceptions regarding the system’s ability to improve their daily operations and whether CEFM represents an improvement in their Information Technology (IT) environment (improved information quality and flow). (2) The ability of CEFM to improve cargo visibility in terms of more actionable (complete, accurate, and timely) cargo location and status information for public and private sector participants. (3) CEFM’s ability to improve supply chain and logistics performance by reducing supply chain costs, shipping delays, cargo clearance times, or to improve overall levels of partner coordination and ultimate customer satisfaction. (4) Assessment of deployment scalability through participant willingness to integrate the Electronic Freight Management concept into their overall IT environments, and establishment of a business case demonstrating the public and private sector value propositions.
KW - Cargo handling
KW - Demonstration projects
KW - Electronic freight management
KW - Freight transportation
KW - Information technology
KW - Intelligent transportation systems
KW - Logistics
KW - Operations
KW - Supply chain management
UR - http://ntl.bts.gov/lib/31000/31500/31594/14442.htm
UR - http://ntl.bts.gov/lib/31000/31500/31594/14442_files/14442.pdf
UR - https://trid.trb.org/view/878231
ER -
TY - RPRT
AN - 01118668
AU - Kim, Y Richard
AU - Lee, Jaejun
AU - North Carolina State University, Raleigh
AU - North Carolina Department of Transportation
AU - Federal Highway Administration
TI - Quantifying the Benefits of Improved Rolling of Chip Seals
PY - 2008/06//Final Report
SP - 133p
AB - This report presents an improvement in the rolling protocol for chip seals based on an evaluation of aggregate retention performance and aggregate embedment depth. The flip-over test (FOT), Vialit test, modified sand circle test, digital image processing technique, and the third-scale Model Mobile Loading Simulator (MMLS3) are employed to evaluate the effects of the various rolling parameters and to measure chip seal performance. The samples used to evaluate the chip seal rolling protocol were obtained directly from field construction. In order to determine the optimal rolling protocol, the effects of roller type, number of coverages, coverage distribution on the sublayers of a multiple chip seal (i.e., the split seal and triple seal), and rolling pattern are evaluated using the results of aggregate retention performance tests, the modified sand circle method, and the digital image process. It is found that two types of roller, the pneumatic tire roller and the combination roller, are recommended as the optimal rollers for the chip seal. In addition, it is found that the optimal number of coverages for the chip seal is three coverages. Moreover, the performance of the triple seal without coverage at the bottom layer does not affect the aggregate retention performance, although the split seal does require coverage at the bottom layer. Finally, it is found from the MMLS3 results that the delayed rolling time between the spreading of the aggregate and the initial rolling significantly affects the aggregate loss, and that the delayed rolling time is related to the aggregate moisture condition and the ambient temperature. Effects of different rolling patterns are investigated based on the delayed rolling time and roller speeds, and recommendations are developed for two- and three-roller scenarios.
KW - Benefits
KW - Chip seals
KW - Pavement maintenance
KW - Road rollers
KW - Rolling
UR - http://www.ncdot.org/doh/preconstruct/tpb/research/download/2006-06FinalReport.pdf
UR - https://trid.trb.org/view/877792
ER -
TY - RPRT
AN - 01118063
AU - Koonce, Peter
AU - Rodegerdts, Lee
AU - Lee, Kevin
AU - Quayle, Shaun
AU - Beaird, Scott
AU - Braud, Cade
AU - Bonneson, Jim
AU - Tarnoff, Phil
AU - Urbanik, Tom
AU - Kittelson and Associates, Incorporated
AU - Federal Highway Administration
TI - Traffic Signal Timing Manual
PY - 2008/06//Final Report
SP - 268p
AB - This report serves as a comprehensive guide to traffic signal timing and documents the tasks completed in association with its development. The focus of this document is on traffic signal control principles, practices, and procedures. It describes the relationship between traffic signal timing and transportation policy and addresses maintenance and operations of traffic signals. It represents a synthesis of traffic signal timing concepts and their application and focuses on the use of detection, related timing parameters, and resulting effects to users at the intersection. It discusses advanced topics briefly to raise awareness related to their use and application.
KW - Maintenance
KW - Operations
KW - Traffic signal timing
KW - Traffic signals
KW - Transportation policy
UR - http://www.ops.fhwa.dot.gov/publications/fhwahop08024/fhwa_hop_08_024.pdf
UR - http://ntl.bts.gov/lib/31000/31000/31041/FHWA-HOP-08-024.pdf
UR - http://ntl.bts.gov/lib/38000/38800/38814/fhwa_hop_08_024.pdf
UR - https://trid.trb.org/view/875807
ER -
TY - RPRT
AN - 01118044
AU - Vipulanandan, C
AU - Guvener, O
AU - Vembu, K
AU - University of Houston
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Continuous Flight Auger Pile Bridge Foundations (Phase II): Technical Report
PY - 2008/06//Technical Report
SP - 20p
AB - This report discusses the behavior of augered cast-in-place (ACIP) piles in very dense sand and hard clay. Full-scale load testing was conducted on instrumented ACIP piles that were designed to support highway bridges on Texas SH7 at East Cochino Bayou (ECB) and Cochino Bayou (CB) with a design capacity of 92 tons and 128 tons, respectively. Construction quality control techniques for ACIP piles were reviewed and the installations of two piles were monitored and evaluated. Load tests were performed on ACIP piles that measured 30 in. diameter and 33.1 ft (ECB) and 39.1 ft (CB) in length to verify design capacity. Each pile was loaded over 350% of its design load. The loading frame was supported on eight reaction piles with a diameter of 18 in. The test pile was instrumented using load cell and axial vibrating wire strain gages at four levels and lateral vibrating wire strain gages at two levels. The reaction pile was instrumented using vibrating wire strain gages at three levels. The load-settlement and load-transfer relationships of the piles were investigated based on the load test. The long-term behavior of six service piles was studied for more than a year. Load on the service piles was 70 tons for ECB and 60 to 86 tons for the CB piles after 600 days.
KW - Bridge piers
KW - Cast in place structures
KW - Continuous flight auger piles
KW - Highway bridges
KW - Load tests
KW - Load transfer
UR - http://cigmat.cive.uh.edu/sites/cigmat/files/files/research/2008/acip-pile-foundation-final-report-2008.pdf
UR - https://trid.trb.org/view/876565
ER -
TY - RPRT
AN - 01115527
AU - Puppala, Anand J
AU - Madhyannapu, Raja Sekhar
AU - Nazarian, Soheil
AU - Yuan, Deren
AU - Hoyos, Laureano R
AU - University of Texas, Arlington
AU - University of Texas, El Paso
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Deep Soil Mixing Technology for Mitigation of Pavement Roughness
PY - 2008/06//Technical Report
SP - 342p
AB - The effectiveness of Deep Soil Mixing (DSM) treatment method was evaluated in terms of reducing heave movements of underlying expansive soils. Several binder types were used to treat expansive soils and these methods are considered in a laboratory investigation to select the appropriate binders for field DSM studies. Laboratory studies indicated that a combined binder treatment approach of using lime and cement was the appropriate method for field studies. Two pilot scale test sections were then designed and installed on DSM soil columns. Anchor rods were used to fasten a biaxial geogrid to the DSM columns. Surcharge equivalent to loads from base and surface layers was placed on top of the DSM-geogrid sections through a fill placement. These treated test sections along with control sections on untreated soils were instrumented and monitored. Monitored results showed that soil shrink-swell related movements and pressures in both vertical and lateral directions were considerably less than those recorded in the untreated soil sections. Nondestructive studies using seismic methods showed the enhancements of shear strength in the treated zones. Overall, this research resulted in the development of a design methodology for stabilizing expansive clayey soils at considerable depths using DSM column treatment.
KW - Binders
KW - Deep soil mixing
KW - Expansive clays
KW - Field studies
KW - Laboratory tests
KW - Lime cement
KW - Nondestructive tests
KW - Seismic methods
KW - Shear strength
KW - Soil stabilization
KW - Swelling soils
KW - Test sections
UR - http://tti.tamu.edu/documents/0-5179-1.pdf
UR - https://trid.trb.org/view/875415
ER -
TY - RPRT
AN - 01115443
AU - Kipp, Wendy M E
AU - Fitch, Jennifer M V
AU - Vermont Agency of Transportation
AU - Federal Highway Administration
TI - Reclaimed Base Course Stabilized with Calcium Chloride, Brandon-Goshen, VT Route 73
PY - 2008/06//Final Report
SP - 72p
AB - This report documents the evaluation of a reclaimed base course stabilized with calcium chloride pavement project located on Vermont Route 73 in the towns of Brandon and Goshen. This was a 2.727 mile reconstructed section of highway, and consisted of two sections of roadway. Three full width test sites, each 100ft in length, were established in each of the two sections. Each test site had control sections and experimental areas. Cracking, rutting, and roughness were documented to describe the pavement and its condition. These results are presented herein with recommendations on possible further research studies on this topic.
KW - Base course (Pavements)
KW - Calcium chloride
KW - Cracking
KW - Pavement performance
KW - Roughness
KW - Rutting
KW - Stabilized materials
KW - Vermont
KW - Waste products
UR - http://vtransplanning.vermont.gov/sites/aot_program_development/files/documents/materialsandresearch/completedprojects/AOT-Brandon-GoshenFinalReport.pdf
UR - https://trid.trb.org/view/875160
ER -
TY - RPRT
AN - 01115386
AU - Strong, Kelly C
AU - Kaewmoracharoen, Manop
AU - Iowa State University, Ames
AU - Iowa Department of Transportation
AU - Federal Highway Administration
TI - Feasibility of Visualization and Simulation Applications to Improve Work Zone Safety and Mobility
PY - 2008/06//Final Report
SP - 72p
AB - Visualization is a relatively recent tool available to engineers for enhancing transportation project design through improved communication, decision making, and stakeholder feedback. Current visualization techniques include image composites, video composites, 2D drawings, drive-through or fly-through animations, 3D rendering models, virtual reality, and 4D CAD. These methods are used mainly to communicate within the design and construction team and between the team and external stakeholders. Use of visualization improves understanding of design intent and project concepts and facilitates effective decision making. However, visualization tools are typically used for presentation only in large-scale urban projects. Visualization is not widely accepted due to a lack of demonstrated engineering benefits for typical agency projects, such as small- and medium-sized projects, rural projects, and projects where external stakeholder communication is not a major issue. Furthermore, there is a perceived high cost of investment of both financial and human capital in adopting visualization tools. The most advanced visualization technique of virtual reality has only been used in academic research settings, and 4D CAD has been used on a very limited basis for highly complicated specialty projects. However, there are a number of less intensive visualization methods available which may provide some benefit to many agency projects. In this paper, the authors present the results of a feasibility study examining the use of visualization and simulation applications for improving highway planning, design, construction, and safety and mobility.
KW - Feasibility analysis
KW - Project management
KW - Simulation
KW - Visualization
KW - Work zone safety
KW - Work zone traffic control
UR - http://www.intrans.iastate.edu/smartwz/documents/2010_showcase_webinar/Strongwebinar.pdf
UR - https://trid.trb.org/view/874726
ER -
TY - RPRT
AN - 01115368
AU - Brown, Vi
AU - Prophecy Consulting Group, LLC
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - A Cost Evaluation of Cross-Border Truck Emissions Testing Using Heavy Duty Remote Sensing Equipment
PY - 2008/06//Final Report 601
SP - 52p
AB - The objective of this research study was to perform a thorough evaluation of the feasibility and cost implications for initial system installation and ongoing program and maintenance costs for a land port of entry truck emissions program utilizing heavy duty remote sensing technology. This study includes funding recommendations to maintain such a program. To meet the study objective, project tasks included the following: 1) develop a work plan for approval by the Technical Advisory Committee; 2) review the literature on cross-border truck traffic, truck emissions, and truck emission testing; 3) prepare a detailed data collection plan; 4) implement the data collection plan and provide detailed discussion and analysis to support the proposed testing program's elements and cost components; and 5) prepare a final report and a four-page research note. Cost data were developed for each alternative and includes figures for capital equipment installation and five years of operation and maintenance expenses. The present worth costs for each data plan utilizing contract labor ranged from $1,320,828 to $2,177,467. If employees of the Arizona Department of Transportation (ADOT) or the Arizona Department of Environmental Quality (ADEQ) are used, the present worth costs range between $1,140,349 and $1,923,247. While it is obvious that the use of employees is less expensive than contract labor, the agency could find it difficult to attract highly skilled employees for a proposed HDRS emissions measurement program at the Arizona-Mexico border. It is important to note that measurement of emissions by remote sensing is still an emerging technology that has limitations in its application. ADOT can partner with ADEQ to determine if a monitoring program is warranted at the border at this time. ADEQ has an established air quality monitoring program throughout the state and has trained staff, equipment, and facilities to support such a program.
KW - Arizona
KW - Arizona Department of Transportation
KW - Benefit cost analysis
KW - Emissions testing
KW - Financing
KW - International borders
KW - Remote sensing
UR - http://ntl.bts.gov/lib/30000/30700/30786/AZ601.pdf
UR - https://trid.trb.org/view/874612
ER -
TY - RPRT
AN - 01115350
AU - Tingen, Ian
AU - Lovis-McMahon, David
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Customer Service at MVD Field Offices
PY - 2008/06
SP - 34p
AB - Through the Arizona Transportation Research Center, the Arizona Department of Transportation requested that research be performed to determine how Motor Vehicle Division (MVD) office customer service could be improved and wait times could be reduced. Key findings by the research team include: customer factors have little impact on wait times, if any; the main issue at hand is the non-identifiability of MVD field office service representatives; increasing staffing volume is unlikely to have any positive effect; and these findings are generalizable across all MVD offices. The key recommendations of the research team include: an in-depth study of each of the highest volume offices is necessary to remediate the problem; general remediation strategies will yield some results, but if cost is an issue, there should be targeted studies conducted; and detailed data should be kept on CSRs and transactions at each MVD office.
KW - Arizona Department of Transportation
KW - Costs
KW - Customer service
KW - Field offices
KW - Motor vehicle departments
KW - Waiting time
UR - http://ntl.bts.gov/lib/30000/30700/30793/AZ544.pdf
UR - https://trid.trb.org/view/874630
ER -
TY - RPRT
AN - 01112781
AU - Cioffi, Chris
AU - Fallows, Rob
AU - Arrowhead Solutions, Incorporated
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Digital Signature Feasibility Study
PY - 2008/06//Final Report
SP - 52p
AB - The purpose of this study was to assess the advantages and disadvantages of using digital signatures to assist the Arizona Department of Transportation in conducting business. The Department is evaluating the potential of performing more electronic transactions (e.g., electronic bidding, procurement, Motor Vehicle transactions, etc.). Many of the Department's candidate transactions require one or more ink signatures before they can be processed. The basic challenge is that without a means to provide verifiable and binding electronic signatures, many transactions become Internet ineligible and cannot become part of the Department's e-service portfolio. E-Government relies on secure communication between two or more trusting parties. Digital signatures may provide the missing component that would allow certain transactions to be performed electronically. A great deal of information was found addressing digital signature technology and a number of case studies were used by the researchers. In addition, the researchers conducted a review of Arizona and Federal statutes to assess the legal requirements pertaining to the veracity of digital and electronic signatures. A survey of other states' transportation departments was completed to determine what digital signature technologies are being used. 36 states responded to the survey. Most states have either implemented a form of digital signature technology or are in the process of doing so. Most have chosen to leverage the capabilities of third-party software providers and not internal development by their staff. Finally, the researchers leveraged case studies and interviews with a leading digital certificate/PKI vendor to establish a basic cost profile for developing an internal solution and leveraging a third-party solution. The three year cost of a third party solution was significantly less than building a solution internally. Based on the available sources, the researchers concluded that a well documented, third party electronic approval workflow application (e.g., AZDOT's use of Adobe's LiveCycle product) or a similar electronic approval workflow engine, provides the necessary structure to make virtually all internal processes and transactions compliant with Federal and State digital signature guidelines. It is important to note that a robust electronic approval process does not necessarily require the use of formal digital signature technology (e.g., Public/Private key digital certificates).
KW - Arizona Department of Transportation
KW - Business administration
KW - Digital signature
KW - Electronic approval
KW - Electronic bidding
KW - Electronic documents
KW - Electronic procurement
KW - Electronic signatures
KW - Feasibility analysis
KW - Legal factors
KW - State departments of transportation
KW - Surveys
KW - Third party software providers
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ534.pdf
UR - https://trid.trb.org/view/872723
ER -
TY - RPRT
AN - 01112780
AU - Eberline, Andrew
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Cost/Benefit Analysis of Electronic License Plates
PY - 2008/06//Final Report
SP - 91p
AB - The objective of this report is to determine whether electronic vehicle recognition systems (EVR) or automatic license plate recognition systems (ALPR) would be beneficial to the Arizona Department of Transportation (AZDOT). EVR uses radio frequency identification technology tags (RFID) that would be placed on all registered vehicles so that RFID readers could read vehicles' plate numbers as they pass using the radio frequency signal emitted by the RFID tag. ALPR technology uses cameras and alphanumerical recognition software to read license plates as they pass. The literature review looks into the previous applications of both ALPR and EVR. Departments of Transportation (DOTs), tolling authorities and law enforcement all have used various applications of this advanced electronic technology. Based on the literature review and the benefits section (Chapter 3), the potential benefits of an ALPR/EVR systems are: (1) the ability for AZDOT to potentially monitor traffic flow more accurately; (2) the ability to better enforce license and registration compliance; (3) the ability to better enforce auto insurance compliance; (4) the ability to implement a toll, or congestion charge; and (5) the ability to aid law enforcement in finding suspected criminals. Chapter 4 determines the potential costs of an ALPR or EVR system and then compares the costs with the total quantifiable benefits using two case studies. In the first case study, an ALPR system was set up on all major valley freeways, and in the second case study, an EVR system was set up on all major valley freeways. The ALPR case study concluded that such an ALPR system could be set up for about $10 million dollars and it could generate up to $400 million dollars in direct benefit per year and up to $1.3 trillion in benefits to highway users per year. The EVR case study concluded that such an EVR system could be set up for about $50 million, and it could generate up to $407 million in direct benefit per year and up to $1.33 trillion in benefits to highway users per year. A direct benefit profits the state directly with cash, while benefits to highway users help society as a whole but the state receives no revenue. Chapter 5 looked into the legality of a potential ALPR or EVR system. This chapter concluded that AZDOT should seek legislative support to increase public support. This report concludes that at the present time ALPR should be further researched and/or implemented by the State of Arizona. The reasons for this recommendation are because of ALPR's previous applications. ALPR's lower up front cost, ALPR's ability to read out-of-state plates, ALPR's potential lower degree of public opposition, and the possibility that ALPR would have to back up an EVR system. All in all, these technologies are changing at a rapid rate and a change in any of these variables that generated this recommendation could change this recommendation.
KW - Automatic vehicle identification
KW - Benefit cost analysis
KW - Case studies
KW - Electronic license plates
KW - Legal factors
KW - Literature reviews
KW - Radio frequency identification
KW - Recommendations
UR - http://ntl.bts.gov/lib/30000/30600/30610/AZ637.pdf
UR - https://trid.trb.org/view/872716
ER -
TY - RPRT
AN - 01112756
AU - Choi, Seongcheol
AU - Won, Moon C
AU - University of Texas, Austin
AU - Texas Department of Transportation
AU - Federal Highway Administration
TI - Horizontal Cracking in Portland Cement Concrete Pavements: Literature Review
PY - 2008/06//Technical Report
SP - 21p
AB - Until recently, full-depth punchout was considered the only structural distress in continuously reinforced concrete pavement (CRCP). However, over the last few years, during punchout repair projects, it was discovered that CRCP distresses identified as full-depth punchout were actually caused by partial-depth horizontal cracking (HC) at the depth of longitudinal steel. Quite often, the bottom portion of concrete was solid, with no cracking. It appears that horizontal cracking in CRCP might have existed from the early days of CRCP usage, although not recognized until recently. Consequently, there are very few publications available on this issue. As a first report in this research project, this report summarizes the findings of three papers related to horizontal cracking. Two papers were identified that addressed HC in CRCP. Out of those two, one paper provides general discussion on HC in CRCP, without detailed analysis. The other paper investigated the effects of environmental loading, material properties, and design variables on HC in CRCP. Two-dimensional plain strain finite element modeling was used to analyze the effects of temperature variations along the slab depth, coefficient of thermal expansion (CTE) and modulus of elasticity of concrete, and number of steel layers. The findings are in agreement with what’s been observed in the actual CRCP: larger temperature variations, higher values of CTE and modulus of elasticity of concrete, and one-mat steel, rather than double-mat steel, produce higher potential for HC in CRCP. One additional paper was identified that addressed HC in semiconductor application. Thermal stress as well as mechanical stress is the primary cause of the cracking. The mechanism of the horizontal crack in the electrical circuit board is very similar to that of PCC pavement. Even though the findings in one paper show a clear relationship between design/environmental/materials variables and horizontal cracking potential, the modeling was made with simplified assumptions that are not realistic. As a result, the finite element modeling is of value as far as identifying the relationships is concerned, but not sophisticated enough to provide quantifiable relationships, which could be used to develop design standards or specifications to mitigate horizontal cracking. More realistic and sophisticated modeling using advanced theories of concrete cracking is needed, which is one of the objectives of this research project.
KW - Coefficient of thermal expansion
KW - Continuously reinforced concrete pavements
KW - Cracking of concrete pavements
KW - Horizontal cracking
KW - Literature reviews
KW - Mathematical models
KW - Modulus of elasticity
KW - Pavement distress
KW - Reinforcing steel
KW - Temperature variation
UR - http://www.utexas.edu/research/ctr/pdf_reports/0_5549_1.pdf
UR - https://trid.trb.org/view/872625
ER -
TY - RPRT
AN - 01112661
AU - Williams, Stacy Goad
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Non-Nuclear Methods for HMA Density Measurements
PY - 2008/06//Final Report
SP - 77p
AB - Non-nuclear methods for the measurement of hot-mix asphalt (HMA) density offer the ability to take numerous density readings in a very short period of time, without the need for intensive licensing, training, and maintenance efforts common to nuclear gauges. The Pavement Quality Indicator™ (PQI) and the PaveTracker™ use electrical impedance to estimate density. Early models of these gauges were deemed inadequate for quality control and quality assurance testing, but improvements have been made to each. In this project, a number of field sites were used to evaluate the non-nuclear gauges in terms of ruggedness, accuracy, and precision. A thorough investigation of calibration methods was also performed. In the ruggedness study, three pavement sites were used to determine potential procedural factors that significantly affected the non-nuclear density results. Moisture, the presence of sand or debris, gauge orientation, gauge type, and presence of paint markings were determined to significantly impact the accuracy of non-nuclear gauge readings. Four calibration methods were investigated, including screed offset, core offset, two-point, and data pair techniques. None were found to possess all of the necessary components for generating significant correlations with field core densities. A screed-core method was developed as a method to more comprehensively adjust the magnitude of the offset as well as the sensitivity of the device over a large range of true densities. Overall, neither non-nuclear gauge was able to predict core densities as accurately or precisely as the nuclear gauge. Of the non-nuclear devices, the PQI generated more consistent results but was less sensitive to actual changes in density. The PaveTracker was more sensitive to actual changes in density, but exhibited a higher level of variability. Existing specifications for use of non-nuclear devices should be edited to include guidance on gauge orientation during testing, as well as calibration procedures for a screed-slope type of technique.
KW - Accuracy
KW - Calibration
KW - Density
KW - Field tests
KW - Hot mix asphalt
KW - Non-nuclear density gages
KW - Precision
KW - Ruggedness
KW - Specifications
UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202075.pdf
UR - https://trid.trb.org/view/872451
ER -
TY - RPRT
AN - 01112659
AU - Williams, Stacy Goad
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Surface Friction Measurements of Fine-Graded Asphalt Mixtures
PY - 2008/06//Final Report
SP - 94p
AB - Skid resistance is generated by the development of friction between the vehicle tire and roadway surface, and is partially dependent upon the characteristics of the pavement texture. Microtexture and macrotexture are the critical components of pavement surface friction. Microtexture is the dominant characteristic at low speeds, and at high speeds, microtexture and macrotexture are both necessary. While these parameters are very important, neither is considered during the design of an asphalt mix. In this project, mixture design parameters were investigated to determine what features of 4.75mm hot-mix asphalt (HMA) mixtures significantly influenced skid resistance. The British Pendulum Test (BPT) was used to quantify microtexture, and a sand patch test (modified for laboratory use) was used to measure macrotexture in terms of texture depth. Mixture properties and aggregate properties were also analyzed in order to develop relationships and guidelines for producing skid resistance during the design phase of an HMA construction project. Additional considerations involved comparisons with traditional surface mixes of larger nominal maximum aggregate size, and the effects of aging and wear on the long-term skid resistance of 4.75mm mixtures. In general, mixture properties did not provide significant relationships to skid resistance (microtexture or macrotexture). Aggregate properties, however, did significantly correlate to measures of macrotexture. Specifically, the most influential variables were fine aggregate angularity, percent passing the #30 sieve, bulk specific gravity of the aggregate blend, and two-dimensional particle shape (as measured by the Aggregate Imaging System). Aggregate gradation was also significant in that a gap-graded aggregate blend appeared to increase both microtexture and macrotexture. When compared to 9.5mm and 12.5mm mixes, the 4.75mm mixes possessed the greatest levels of microtexture. Thus, it was concluded that 4.75mm mixes did provide adequate skid resistance for low-speed roadways. The macrotexture of 4.75mm mixes was significantly less than that for a more traditional 12.5mm surface mix. Thus, if 4.75mm mixes are desired for use on high-speed roadways, the effects of roadway geometry on pavement drainage should be carefully considered.
KW - Aggregate angularity
KW - Aggregate gradation
KW - Aging (Materials)
KW - Fine aggregates
KW - Gap graded aggregates
KW - Hot mix asphalt
KW - Macrotexture
KW - Microtexture
KW - Mix design
KW - Nominal maximum aggregate size
KW - Particle shape
KW - Skid resistance
KW - Specific gravity
KW - Surface friction (Geophysics)
KW - Wear
UR - http://www.arkansastrc.com/MBTC%20REPORTS/MBTC%202066.pdf
UR - https://trid.trb.org/view/872446
ER -
TY - RPRT
AN - 01111573
AU - Nakagawara, Van B
AU - Montgomery, Ronald W
AU - Marshall, Wesley J
AU - Federal Aviation Administration
AU - U.S. Army Center for Health Promotion and Preventive Medicine
AU - Federal Aviation Administration
TI - Infrared Radiation Transmittance and Pilot Vision Through Civilian Aircraft Windscreens
PY - 2008/06//Final Report
SP - 14p
AB - INTRODUCTION: In support of a Department of Homeland Security project, the Federal Aviation Administration´s Civil Aerospace Medical Institute measured the optical transmittance properties of aircraft windscreens. This paper focuses on windscreen transmittance in the infrared (IR) spectral region (780 – 4000 nm) of the electromagnetic spectrum. METHODS: Transmission measurements were performed on eight aircraft windscreens. Three windscreens were from large commercial jets (MD 88, Airbus A320, and Boeing 727/737); two from commercial, propeller-driven passenger planes (Fokker 27 and the ATR 42); one from a small private jet (Raytheon Aircraft Corporation Hawker Horizon); and two from small general aviation (GA), single-engine, propeller-driven planes (Beech Bonanza and Cessna 182). The two GA aircraft windscreens were plastic (polycarbonate); the others were multilayer (laminated) composite glass. RESULTS: The average transmittance for both glass laminate and plastic windscreens in the IR-A region (780 – 1400 nm) varied considerably (47.5% ± 11.7%), with glass windscreens consistently attenuating more IR than plastic windscreens. The average difference in transmittance between the two materials fluctuated (27.3% ± 15.9%) throughout the first half of the IR-B spectrum (1400 – 3000 nm) up to approximately 2200 nm when transmittance dropped below 7%. The average transmittance for glass and plastic windscreens became negligible beyond 2800 nm. CONCLUSION: Aircraft windscreens provide a level of protection from potential ocular and skin hazards due to prolonged or intense exposure to IR radiation. The amount of protection is dependent on the type of windscreen material, the wavelength of the radiation, and angle of incidence. On average, laminated glass windscreens attenuate more IR than plastic. Additional research is recommended to confirm that the measured transmittance values for this sample of windscreens are typical of all aircraft windscreens currently in service and to evaluate the potential threat posed by new applications, such as IR lasers, in navigable airspace.
KW - Aircraft
KW - Infrared radiation
KW - Protection
KW - Vision
KW - Windshields
UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-15.pdf
UR - https://trid.trb.org/view/869701
ER -
TY - RPRT
AN - 01111565
AU - Nakagawara, Van B
AU - Montgomery, Ron W
AU - Wood, Kathryn J
AU - Federal Aviation Administration
AU - Federal Aviation Administration
TI - Laser Illumination of Aircraft by Geographic Location for a 3-Year Period (2004–2006)
PY - 2008/06//Final Report
SP - 16p
AB - INTRODUCTION: Incidents involving laser illumination of aircraft in the National Airspace System have raised concerns within the aviation community for more than a decade. The principal concern is the visual effect laser illumination may have on flight crew performance during terminal operations, such as landing and departure maneuvers, when operational activities are extremely critical. This 3-year study examines the frequency and rate of aviation-related laser incidents by year and location. METHODS: Incident reports of civilian aircraft illuminated by high-intensity lights have been collected from various sources and entered into a database maintained by the Vision Research Team at the Civil Aerospace Medical Institute. Reported incidents of laser exposure of civilian aircraft in the United States for a 3-year period (January 1, 2004 to December 31, 2006) were collated and analyzed. RESULTS: A total of 832 incidents during the study period took place within the United States in the nine FAA-designated regions. For the period, total laser incident rates per 100,000 flight operations ranged from zero in the Alaskan region to 0.86 in the Western Pacific Region. Of the 202 airports where laser incidents occurred, there were 20 (9.9%) that reported 10 or more laser incidents during the study period. The majority of airports (52.6%) with 10 or more laser incidents reported a higher number of incidents in 2005 than in 2006. CONCLUSION: Laser illumination incidents that could compromise aviation safety and threaten flight crew vision performance occur with some regularity within the contiguous United States. While the study data indicate the Western Pacific Region had a significantly higher prevalence rate than the other FAA regions, analysis was complicated by incident clusters that occurred randomly at various airports. Actions taken by aviators, as well as local air traffic and law enforcement authorities that can minimize this threat to aviation safety, are discussed.
KW - Aircraft
KW - Aircraft incidents
KW - Aviation safety
KW - Distraction
KW - Geography
KW - Lasers
KW - Lighting
UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-14.pdf
UR - https://trid.trb.org/view/869699
ER -
TY - RPRT
AN - 01111564
AU - National Highway Traffic Safety Administration
TI - Draft Environmental Impact Statement Corporate Average Fuel Economy Standards, Passenger Cars and Light Trucks, Model Years 2011-2015
PY - 2008/06//Draft Environmental Impact Statement
SP - 414p
AB - The National Highway Traffic Safety Administration (NHTSA) has prepared this Draft Environmental Impact Statement (DEIS) to disclose and analyze the potential environmental impacts of the proposed new Corporate Average Fuel Economy (CAFE) standards and reasonable alternative standards in the context of NHTSA’s CAFE program pursuant to the National Environmental Policy Act (NEPA) implementing regulations issued by the Council on Environmental Quality (CEQ), U.S. Department of Transportation (DOT) Order 5610.1C, and NHTSA regulations. This DEIS compares the potential environmental impacts of the NHTSA’s proposed standards and reasonable alternatives, including a No Action Alternative. It also analyzes direct, indirect, and cumulative impacts and analyzes impacts in proportion to their significance.
KW - Corporate Average Fuel Economy (CAFE)
KW - Environmental impact statements
KW - Environmental impacts
KW - Fuel consumption
KW - Light trucks
KW - Private passenger vehicles
KW - Standards
UR - http://ntl.bts.gov/lib/30000/30200/30209/DEIS_1_.pdf
UR - https://trid.trb.org/view/870864
ER -
TY - RPRT
AN - 01111452
AU - Van Gerpen, Jon
AU - He, B Brian
AU - Thompson, Joseph C
AU - National Institute for Advanced Transportation Technology
AU - Research and Special Programs Administration
TI - A Biodiesel Demonstration Plant: Phase II
PY - 2008/06//Final Report
SP - 12p
AB - The objective of this research was to develop a biodiesel demonstration plant to duplicate commercial practices and to assist with process development and research on new feedstocks for biodiesel production. This plant was to be constructed with the same processes and equipment that would be used in an actual commercial plant, although the size would be smaller to limit cost and space requirements. This facility will be used to educate students, potential producers and consumers, and the general public who are interested in biodiesel. It will also be used to assist and validate process development and research on new feedstocks, thus facilitating technology transfer to potential biodiesel producers and will serve as a vehicle for further process optimization and research.
KW - Biodiesel fuels
KW - Consumers
KW - Demonstration projects
KW - Education and training
KW - Feedstocks
KW - Producers
KW - Production plants
KW - Technology transfer
UR - http://www.webs1.uidaho.edu/niatt/research/Final_Reports/KLK421_N08-06.pdf
UR - https://trid.trb.org/view/871031
ER -
TY - RPRT
AN - 01111349
AU - Matteson, Anne
AU - Blower, Daniel
AU - University of Michigan Transportation Research Institute
AU - Federal Motor Carrier Safety Administration
TI - Evaluation of 2006 Maine Crash Data Reported to the MCMIS Crash File
PY - 2008/06//Special Report
SP - 35p
AB - This report is part of a series evaluating the data reported to the Motor Carrier Management Information System (MCMIS) Crash File undertaken by the Center for National Truck and Bus Statistics at the University of Michigan Transportation Research Institute. 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 Maine. MCMIS Crash File records were matched to the Maine Crash file to determine the nature and extent of underreporting. Overall, it appears that Maine is reporting 72.0 percent of crash involvements that should be reported to the MCMIS Crash file. However, since Maine does not capture whether injuries are transported for treatment or whether vehicles were towed due to damage, proxies for these criteria were developed and the true reporting rate may be somewhat higher or lower. The rate is unlikely to be higher than the rate for fatal involvements, 83.3 percent. Reporting rates were related to crash severity, vehicle type and size, and reporting agency. Tractor-semitrailers were more likely to be reported than smaller trucks, and only 12.9 percent of buses were reported. Missing data rates are low for almost all variables. The data reported to MCMIS was quite consistent with that in the Maine Crash file, although there were some discrepancies with respect to truck configuration, likely because the method of categorization differs between the two files.
KW - Crash data
KW - Crash reports
KW - Maine
KW - Motor Carrier Management Information System Crash File
KW - Motor carriers
KW - National Crash Severity Study
KW - Truck crashes
KW - Truck traffic
KW - Trucking safety
KW - Underreporting (Traffic accident injuries)
UR - http://deepblue.lib.umich.edu/bitstream/2027.42/60410/1/100967.pdf
UR - https://trid.trb.org/view/871086
ER -
TY - RPRT
AN - 01111282
AU - King, Raymond E
AU - Schroeder, David J
AU - Manning, Carol A
AU - Retzlaff, Paul D
AU - Williams, Clara A
AU - Federal Aviation Administration
AU - Federal Aviation Administration
TI - Screening Air Traffic Control Specialists for Psychopathology Using the Minnesota Multiphasic Personality Inventory-2
PY - 2008/06//Final Report
SP - 16p
AB - The purpose of this paper is to model and document the use of the Minnesota Multiphasic Personality Inventory-2 (MMPI-2) as a psychological screening tool for conditionally selected FAA Air Traffic Control Specialists (ATCSs). A sample of 1,014 ATCSs in training voluntarily completed the MMPI-2 as part of a research program. Those data are used to estimate the number of future candidates that will be referred for follow-up psychological evaluations, given varying MMPI-2 scale cut-scores. At the individual scale level, Scale 1 (Hypochodriasis) had the lowest percentage of subjects identified across all cut scores, while Scale 9 (Hypomania) had the highest. Looking at participants with one or more scales above the cut-scores, about 15% had one or more scales at or above 65T, but only about 2% had one or more scales at or above 80T. A final algorithm of 70T or above on scales 1, 2, 3, 4, 6, 7, and 8, as well as 75T on scale 9, was selected. The identification rates are discussed in terms of impact on follow-up psychological evaluation referral. Initial cut scores are recommended.
KW - Air traffic controllers
KW - Employee screening
KW - Flight personnel
KW - Psychological tests
KW - Selection and appointment
UR - http://libraryonline.erau.edu/online-full-text/faa-aviation-medicine-reports/AM08-13.pdf
UR - https://trid.trb.org/view/869610
ER -
TY - RPRT
AN - 01111171
AU - Dennison, A L
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Should State DOTs Prefer Bicycle Lanes or Wide Curb Lanes?
PY - 2008/06//Final Report
SP - 76p
AB - This report investigates collisions between bicycles and motor vehicles to ascertain their relationship (if any) to a Bicycle Lane or Wide Curb Lane for the purpose of informing State Departments of Transportation (DOTs). A literature review describes progress of federal legislation supporting bicycle travel and implementation of bicycle facilities, their application in various jurisdictions, agency liability, and the debate between advocates of wide curb lanes and bicycle lanes. A survey of DOT officials nationwide reveals the importance of available space and input from municipalities in designing bicycle facilities. An examination of fatal bicycle/motorist collisions in Arizona suggests strong relationships to human error and “failure to yield” infractions, and negligible relationships to rod conditions or mechanical failure. Based on the evidence, this report cannot determine that a relationship exists between collisions, bicycle lanes, or wide curb lanes.
KW - Artificial intelligence
KW - Bicycle crashes
KW - Bicycle facilities
KW - Bicycle lanes
KW - Bicycle travel
KW - Crashes
KW - Curbs
KW - Wide curb lanes
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ598.pdf
UR - https://trid.trb.org/view/870658
ER -
TY - RPRT
AN - 01111152
AU - Laungrungrong, Busaba
AU - Mobasher, Barzin
AU - Montgomery, Douglas
AU - Arizona State University, Tempe
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Development of Rational Pay Factors Based on Concrete Compressive Strength Data
PY - 2008/06//Final Report
SP - 92p
AB - This research project addresses the opportunity to contain the escalating costs of concrete materials in construction projects. Both statistical process control and rational acceptance criteria show that quality improvement and cost savings can be achieved. The report presents a comprehensive statistical evaluation of the compressive strength of concrete used in various sectors of the transportation infrastructure in Arizona. The proposed methodology is applicable to the concrete materials specified at other industrial sectors such as privately financed construction projects. Several case studies are conducted based on actual field data to show that performance based specification procedures can be used to improve the quality control process while decreasing the overall construction costs. Three sets of compressive data from various construction projects were selected. These data were evaluated by means of statistical process-control tools while state-of-the-art procedures were utilized to evaluate the strength as a measure of quality. Several acceptance criteria based on the percent within limit (PWL) and operational-characteristic curves (OC) are proposed and evaluated. Various pay factor equations are considered and the historical records are evaluated based on hypothetical pay factor equations.
KW - Acceptance tests
KW - Compressive strength
KW - Concrete
KW - Concrete structures
KW - Construction projects
KW - Pay factors
KW - Percent within limits
KW - Performance based specifications
KW - Quality control
UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ608.pdf
UR - https://trid.trb.org/view/870659
ER -
TY - RPRT
AN - 01110902
AU - Schorer, Alyssa E
AU - Bank, Lawrence C
AU - Oliva, Michael G
AU - Wacker, James P
AU - Rammer, Douglas R
AU - Midwest Regional University Transportation Center
AU - Wisconsin Department of Transportation
AU - Department of Agriculture
TI - Feasibility of Rehabilitating Timber Bridges Using Mechanically Fastened FRP Strips
PY - 2008/06//Final Report
SP - v.p.
AB - Many timber trestle railroad bridges in Wisconsin have experienced deterioration and are in need of rehabilitation. In addition, the railroad industry is increasing the weights of cars. The combined effect of heavier loads and deterioration threatens to cut short the service life of timber bridges. One of the most critical problems that has been identified was the overloading of timber piles in bridges, which can be remedied by creating a stiffer pile cap. The goal of this investigation was to show that mechanically fastened fiber reinforced polymer (MF-FRP) strips fastened to timber with screws can be used to create composite action between two beams in flexure or truss action between two deep beams. Ultimately this may help redistribute the loads to piles when FRP strips are used as struts on cap beams over short spans. Several test series were conducted with beams in flexure, deep beams over short spans, and full scale specimens to determine the manner in which FRP strips improved the members’ performance. Tests were conducted over various widths of beams and lengths of spans to investigate how the geometry affected the strengthening’s ability to create composite action. Next, the MF-FRP was tested on deep beams to determine if composite action was maintained. Lastly, full scale tests simulating a pile cap over 5 piles were run to see if composite action improved load distribution to piles. Mechanically fastened FRP strips were found to be effective in developing composite action in slender beams in flexure, meaning the stiffness of the system was increased by using MF-FRP strips. This MF-FRP method showed great potential for creating composite, stiffer double pile caps.
KW - Composite construction
KW - Fiber reinforced polymers
KW - Mechanically harnessed joints
KW - Pile caps
KW - Railroad bridges
KW - Rehabilitation (Maintenance)
KW - Strengthening (Maintenance)
KW - Wisconsin
KW - Wooden bridges
UR - http://www.mrutc.org/research/0802/08-02_FR.pdf
UR - https://trid.trb.org/view/870688
ER -
TY - RPRT
AN - 01110160
AU - Agent, Kenneth R
AU - Pigman, Jerry G
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Evaluation of Median Barrier Safety Issues
PY - 2008/06//Final Report
SP - 74p
AB - The objective of this study was to evaluate the effectiveness of the Brifen TL-4 and Trinity CASS median cable barrier systems in preventing cross-median collisions on sections of I-64, I-71, and I-265 (Brifen system) and I-265 (Trinity system) in Jefferson County and on KY 4 (Brifen system) in Fayette County. An effort was made to identify crashes which involved a vehicle crossing a median. Using specific logic to identify this type of crash, 392 crashes were identified for the five-year period of 2001 through 2005. Using crash and mileage data resulted in an average of 0.28 crossover crashes per mile in the five years and an average of 0.05 fatal crossover crashes per mile. Using a statistical test, critical numbers of 0.35 cross-median crashes per mile per year for crashes of any severity and 0.20 fatal cross-median crashes per mile per year were recommended as guidelines. The study involved an evaluation of 325 crashes with a police report obtained for 185 of the crashes. The cable system was found to successfully redirect the vehicles. A wide range of types of vehicles impacted the cable at consistently high speeds. In only three crashes (0.9%) did a vehicle continue through the cable system and into the opposing travel lanes. The successful performance of cable barrier, along with the ability to repair damage with no disruption of traffic, warrants expanded use of this type of median barrier. The analysis of crash data in Kentucky should be used to identify locations where this type of median barrier would be cost effective.
KW - Cable barriers
KW - Cost effectiveness
KW - Cross median accidents
KW - Crossover accidents
KW - Fatalities
KW - Highway safety
KW - Kentucky
KW - Median barriers
KW - Performance
KW - Repairing
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_14_SPR_329_06_1F.pdf
UR - https://trid.trb.org/view/869731
ER -
TY - RPRT
AN - 01110153
AU - Donnell, Eric T
AU - Cruzado, Ivette
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Effectiveness of Speed Minders in Reducing Driving Speeds on Rural Highways in Pennsylvania
PY - 2008/06//Final Report
SP - 92p
AB - The objective of this project was to determine the effectiveness of dynamic speed display signs (also known as "speed minders") in reducing vehicle operating speeds. The Pennsylvania Department of Transportation (PennDOT) has invested in several speed minders. Each engineering district uses the speed minders in an effort to assist in managing vehicle speeds, particularly in locations where the roadway transitions from a high-speed (45 to 55 mph) to low-speed (25 to 35 mph) operating environment. It is common for these regulatory speed limit changes to occur along roadways that pass through rural communities. PennDOT selected several locations in central Pennsylvania to position the speed minder signs to evaluate their effectiveness. These locations were primarily along roadways that transition from high-speed to low-speed operations on rural highways; however, several locations were on roadways without regulatory speed changes. Because each engineering district has only a few speed minder devices, it is common that they are placed and activated at a site for a period of 1 week and then rotated to other roadways within the district to provide greater geographic coverage. The objective of this project was to determine the effectiveness of speed minders in reducing vehicle operating speeds. At all evaluation locations, an observational before-during-after study approach was used. The study findings suggest that while deploying speed minders for a period of 1 week has the desired effect of reducing mean speeds while in place, after their removal speeds return to approximately the same level as prior to deployment. There may be a benefit associated with deploying speed minders for a long duration at sites in Pennsylvania, rather than deploying them for a single week.
KW - Before and after studies
KW - Dynamic speed signs
KW - Operating speed
KW - Pennsylvania
KW - Rural highways
KW - Speed control
KW - Speed signs
UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Quality%20of%20Life/WO%2012%20Final%20Report.pdf
UR - https://trid.trb.org/view/869690
ER -
TY - SER
AN - 01110148
JO - Civil Engineering Studies, Illinois Center for Transportation Series
PB - University of Illinois, Urbana-Champaign
AU - Roesler, Jeffery R
AU - Bordelon, Amanda
AU - Ioannides, Anastasios M
AU - Beyer, Matthew
AU - Wang, Dong
AU - University of Illinois, Urbana-Champaign
AU - University of Illinois, Urbana-Champaign
AU - Federal Highway Administration
TI - Design and Concrete Material Requirements for Ultra-Thin Whitetopping
PY - 2008/06
IS - 08-016
SP - 181p
AB - The objectives of this research were to provide the Illinois Department of Transportation (IDOT) with an ultrathin whitetopping (UTW) thickness design method and guidelines for UTW design, concrete material selection, and construction practices. A new mechanistic-empirical design method was proposed based on a modified version of the American Concrete Pavement Association (ACPA) design method for UTW. This proposed guide calculates the required UTW thickness based on traffic level, pavement layer geometry, climate, materials, and the pre-existing hot mix asphalt (HMA) condition. Laboratory testing of UTW concrete mixtures suggested many proportions and constituents can be successfully used as long as consideration is made to minimize the concrete’s drying shrinkage (e.g., limited cement content) and maintain the concrete-HMA bond. The laboratory testing coupled with previous fiber-reinforced concrete (FRC) slab tests suggested that structural fibers should be utilized in future UTW projects in order to reduce the required slab thickness without increasing the concrete strength, limit the crack width, expand the required slab size, and to extend the functional service life of fractured slabs and potentially extend the performance of non-reinforced concrete joints. A residual strength ratio was proposed to characterize the performance of any FRC mixture to be used in UTW systems. This residual strength ratio can be calculated based on measured parameters from ASTM C 1609-07 and has been incorporated into the design guide to account for the structural benefits of using FRC. Finally, recommendations for saw-cut timing and construction techniques are also presented in this report.
KW - Design
KW - Design methods
KW - Fiber reinforced concrete
KW - Laboratory tests
KW - Residual strength
KW - Thickness
KW - Ultrathin whitetopping
KW - Whitetopping
UR - http://www.ict.uiuc.edu/Publications/report%20files/FHWA-ICT-08-016.pdf
UR - http://ntl.bts.gov/lib/55000/55700/55771/FHWA-ICT-08-016.PDF
UR - https://trid.trb.org/view/869703
ER -
TY - RPRT
AN - 01109933
AU - Najafi, Mohammad
AU - Salem, Sam
AU - Bhattachar, Deepak V
AU - Salman, Baris
AU - Patil, Rahul
AU - Calderon, Diego
AU - University of Texas, Arlington
AU - University of Cincinnati
AU - Midwest Regional University Transportation Center
AU - Wisconsin Department of Transportation
AU - Research and Innovative Technology Administration
TI - An Asset Management Approach for Drainage Infrastructure and Culverts
PY - 2008/06//Final Report
SP - 299p
AB - Drainage infrastructure systems (culvert, storm sewer, outfall and related drainage elements) are mostly buried underground and are in need of special attention in terms of proactive/preventive asset management strategy. Drainage infrastructure systems represent an integral portion of roadway assets that routinely require inspection, maintenance, repair and renewal. Further challenges are the wide geospatial distribution of these infrastructure assets and environmental exposure. There has been considerable research conducted on culverts, but this research mostly looked at the problem from a traditional structural/geotechnical perspective. Asset management procedures for culverts and drainage infrastructure systems are complex issues, and can benefit a great deal from an optimal asset management program that draws from programs pertaining to buried pipes. The first and most important step in an asset management initiative is the establishment of a mechanism for asset inventory and asset conditions in a format compatible with the routine procedures of field operators and inspectors. The first objective of this research project was to develop field protocols and operational business rules for inventory data collection and management and inspection of drainage infrastructure in terms of types of data to be collected, frequency of inspection, and analysis and reporting mechanisms. After review of these protocols by the project oversight committee, a pilot study was conducted to verify the efficiency of their implementation. The condition assessment protocol introduced is useful in evaluating the overall condition of culverts and can be used for decision making regarding the repair, renewal or replacement of culverts. For the second objective of this project, investigators examined the inventory and inspection protocols employed by the Ohio Department of Transportation and developed a decision support platform, which establishes a link between the inspection results and appropriate repair, renewal and replacement procedures. After applying the recommended procedures, the transportation agencies can better track the conditions of culverts thereby reducing the risk of culvert failures.
KW - Asset management
KW - Condition surveys
KW - Culverts
KW - Data collection
KW - Decision support systems
KW - Drainage structures
KW - Inspection
KW - Inventory
KW - Protocols
KW - Underground structures
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53919/06-08_FR.pdf
UR - http://wisdotresearch.wi.gov/wp-content/uploads/07-19-tpf-5036-f.pdf
UR - https://trid.trb.org/view/869569
ER -
TY - RPRT
AN - 01109893
AU - Schreffler, Eric N
AU - Gregory, Jennifer
AU - Morgan, Wendy
AU - Valk, Peter
AU - Center for Transportation and the Environment
AU - Transportation Management Services
AU - Arizona Department of Transportation
AU - Federal Highway Administration
TI - Implementing a Statewide Rideshare and Vanpool Program in Arizona
PY - 2008/06//Final Report
SP - 69p
AB - This research investigated the potential for a statewide ridesharing and vanpool program for Arizona. By performing a literature review, surveying other state DOTs and conducting a needs assessment, the research investigated the need for, logistics of, and funding options for a statewide ridesharing and vanpooling program. The product of this research is an implementation plan that includes four recommendations for the organization and deployment of ridesharing and vanpooling services in two target areas along with assessments to identify future priority areas and potential roles for the Arizona Department of Transportation (AzDOT) in fostering statewide services. The implementation plan has four recommendations for AzDOT: 1. Flagstaff – The team recommends that AzDOT assist with the start-up of a ridesharing initiative in the Flagstaff area. The team recommends that the Chamber of Commerce undertake employer outreach and help coordinate ridesharing services offered by the Metropolitan Planning Organization (MPO) and the local transit authority. 2. Kingman/Bullhead City/Lake Havasu City – The team recommends that a more detailed feasibility study be conducted for these three cities in Mohave County. While the need for ridesharing services is fairly apparent, the means to coordinate and provide these services are not. 3. Identification of Future Priority Areas – The team recommends periodic assessments be made with local chambers of commerce, key local agencies, and AzDOT district offices to determine if conditions warrant the offering of ridesharing services to address congestion and mobility issues in key corridors or areas. 4. Role of AzDOT in Fostering Statewide Services – Several supporting activities are available for AzDOT to undertake to facilitate the growth of carpooling and vanpooling in non-urban areas. First, AzDOT can support a statewide ridematching service similar to that provided by Valley Metro to Tucson and Flagstaff. AzDOT can also assist with new vanpool acquisition. Furthermore, AzDOT can provide technical assistance to areas interested in creating a new ridesharing program with guidance and funding for start-up. AzDOT can also convene ridesharing program managers from around the state for networking, training, and technical assistance.
KW - Arizona
KW - Implementation
KW - Literature reviews
KW - Needs assessment
KW - Recommendations
KW - Ridesharing
KW - State departments of transportation
KW - Surveys
KW - Vanpools
UR - http://azmemory.azlibrary.gov/cdm/ref/collection/statepubs/id/5846
UR - https://trid.trb.org/view/869456
ER -
TY - RPRT
AN - 01109890
AU - Cervo, Nicholas M
AU - Schokker, Andrea J
AU - Pennsylvania State University, University Park
AU - Pennsylvania Department of Transportation
AU - Federal Highway Administration
TI - Bridge Deck Patching Materials
PY - 2008/06//Final Report
SP - 143p
AB - With the aging of bridges in Pennsylvania, an increasing concern is the deterioration of concrete bridge decks over time, and subsequently, the best way to repair them. Complete deck replacement, although often the best for the bridge, is far from the most economical solution. Therefore, a number of rapid-setting concrete patching materials have been used by the Pennsylvania Department of Transportation (PennDOT) to repair areas of deterioration along the deck. Unfortunately, some of these materials have proven to be ineffective in the long term due to durability issues from vibration and heavy traffic volume. Therefore, there is a need to research, test, and evaluate the various patching materials on the market to determine their effectiveness in variable conditions. The variables include the area of the patch, depth of the patch, and environment (corrosive agents and traffic load). The objectives of this project were to determine the most suitable quick-setting patching material for patches of varying area and depth; determine the corrosion protection provided by the patch to the underlying reinforcement and verify that the patch does not increase corrosion rates in bars contained in the base material; and develop a recommended testing protocol for evaluation of patching materials.
KW - Bridge decks
KW - Concrete
KW - Corrosion protection
KW - Durability
KW - Patching
KW - Patching mortar
KW - Pennsylvania
KW - Rapid setting patch materials
KW - Setting (Concrete)
KW - Testing protocol
UR - ftp://ftp.dot.state.pa.us/public/pdf/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Improving%20Pennsylvania%20Bridges/WO%2010%20Final%20Report.pdf
UR - https://trid.trb.org/view/869549
ER -
TY - RPRT
AN - 01109889
AU - Hornyak, Nicholas James
AU - Crovetti, James A
AU - Marquette University
AU - Wisconsin Department of Transportation
AU - Federal Highway Administration
TI - Perpetual Pavement Instrumentation for the Marquette Interchange Project - Phase II
PY - 2008/06//Final Report
SP - 78p
AB - This report presents findings from the second phase of the Marquette Interchange instrumentation project and focuses on the maintenance of data recordation systems, development of computer programs to analyze data, and development of data packages for redistribution. The product of this research is a set of data which includes dynamic pavement response due to live traffic, vehicle information (weight, class, length, etc.), and environmental data for the test site. The tasks within this project were not oriented for findings regarding pavement performance, but important and helpful conclusions can be drawn for similar future projects. The recordation systems have been maintained and recordation has been continuous. A handful of sensors did require attention and only a fraction of the critical strain sensors have ceased to function, making the project a success. The results of the computer programs written to analyze data show that reasonable accuracy has been achieved. Future work can help to generate more intricate programming making the processes more accurate.
KW - Computer programs
KW - Data collection
KW - Information processing
KW - Instrumentation
KW - Perpetual pavements
KW - Sensors
KW - Strain measurement
UR - http://minds.wisconsin.edu/bitstream/handle/1793/53409/0092-06-01%2520Final%2520Report.pdf
UR - https://trid.trb.org/view/869469
ER -
TY - RPRT
AN - 01109883
AU - Mattson, Jeremy
AU - Upper Great Plains Transportation Institute
AU - Federal Transit Administration
TI - Effects of Rising Gas Prices on Bus Ridership for Small Urban and Rural Transit Systems
PY - 2008/06
SP - 52p
AB - Rising fuel prices have led to significant increases in costs for public transit agencies. A possible benefit from higher gasoline prices, though, is an increase in public transit ridership. This study estimates the effects of gasoline prices on bus ridership by employing a variety of models. Since the price of gasoline can have a delayed effect on the demand for transit, a dynamic polynomial distributed lag model is utilized which measures short-run and longer-run effects. The model is applied to individual transit systems as well as aggregate data for cities grouped by size. A panel data model is also employed, which uses data for eleven transit systems over a period of ten years. These models are applied to small urban and rural transit agencies in the upper Midwest and mountain states. The results show that bus ridership is fairly inelastic with respect to gasoline price. Most of the estimated elasticities are in the range of 0.08 to 0.22, with two estimates being as high as 0.5. Higher gasoline prices do lead to increased ridership, but the increases in fare revenues are not enough to cover higher fuel expenses for transit systems.
KW - Bus transit
KW - Elasticity (Economics)
KW - Fares
KW - Gasoline
KW - Mathematical models
KW - Midwestern States
KW - Operating costs
KW - Prices
KW - Revenues
KW - Ridership
KW - Rural transit
KW - Small towns
UR - http://www.ugpti.org/pubs/pdf/DP201.pdf
UR - https://trid.trb.org/view/869460
ER -
TY - RPRT
AN - 01109874
AU - Tison, Julie
AU - Solomon, Mark G
AU - Nichols, James
AU - Gilbert, Stephanie H
AU - Siegler, John N
AU - Cosgrove, Linda A
AU - Preusser Research Group, Incorporated
AU - National Highway Traffic Safety Administration
TI - May 2006 "Click It or Ticket" Seat Belt Mobilization Evaluation: Final Report
PY - 2008/06//Final Report
SP - 142p
AB - "Click It or Ticket" (CIOT) mobilizations are intense, short-duration, seat belt publicity and enforcement programs. The 2006 national mobilization involved approximately $27 million of purchased media. Law enforcement agencies across the nation reported issuing more than 697,000 seat belt use citations during the annual two-week enforcement period beginning on May 22 and ending on June 4. June 2006 observations, as compared with June 2005, indicated increased seat belt use among front-seat occupants of passenger vehicles in 37 of 50 States and Territories where belt use was known. The number of States reporting increases in statewide seat belt use and the amount of increase has been shrinking each succeeding year since national mobilizations began in 2002. The amount of paid publicity in 2006 was less compared to previous years 2002 through 2005; the number of seat belt citations issued by law enforcement agencies decreased in 2006. The National Occupant Protection Usage Survey indicated the nationwide seat belt use rate did not improve between 2005 and 2006. National Highway Traffic Safety Administration (NHTSA) demonstration programs reported on in this paper identify some of the ways NHTSA along with a number of States are searching for productive modifications to the typical CIOT process.
KW - Click It or Ticket
KW - Evaluation and assessment
KW - Law enforcement
KW - Publicity
KW - Safety campaigns
KW - Seat belt use
KW - Seat belts
UR - http://www.nhtsa.dot.gov/staticfiles/DOT/NHTSA/Traffic%20Injury%20Control/Articles/Associated%20Files/810979.pdf
UR - https://trid.trb.org/view/869559
ER -
TY - RPRT
AN - 01109873
AU - McCormack, Edward D
AU - Washington State Transportation Center
AU - Washington State Department of Transportation
AU - Federal Highway Administration
TI - The Use of Small Unmanned Aircraft by the Washington State Department of Transportation
PY - 2008/06//Research Report
SP - 27p
AB - Small, unmanned aerial vehicles (UAVs) are increasingly affordable, easy to transport and launch, and can be equipped with cameras that provide information usable for transportation agencies. The Washington State Department of Transportation (WSDOT) conducted a series of UAV tests to evaluate their capabilities while also exploring institutional issues. These tests, while exploring the general capabilities of UAVs, focused on evaluating the use of a UAV as an avalanche control tool on mountain slopes above state highways. The WSDOT's maintenance division has an active snow avalanche control program that is designed to reduce highway closure time and hazards to motorists, and the use of UAVs was seen as having some potential operational advantages. The UAVs also captured aerial images suitable for traffic surveillance and data collection. The evaluation found that the main limitation to UAV use is institutional, particularly the need to obtain approval to fly from the Federal Aviation Administration (FAA). This approval process will make UAV use a challenge, but these issues may change as the FAA considers new rules.
KW - Avalanches
KW - Data collection
KW - Drone aircraft
KW - Highway traffic control
KW - Institutional issues
KW - Traffic surveillance
KW - U.S. Federal Aviation Administration
KW - Washington State Department of Transportation
KW - Winter maintenance
UR - http://depts.washington.edu/trac/bulkdisk/pdf/703.1.pdf
UR - http://www.wsdot.wa.gov/research/reports/fullreports/703.1.pdf
UR - https://trid.trb.org/view/869492
ER -
TY - RPRT
AN - 01108758
AU - Sargand, Shad M
AU - Figueroa, J Ludwig
AU - Romanello, Michael
AU - Ohio University, Athens
AU - Ohio Department of Transportation
AU - Federal Highway Administration
TI - Instrumentation of the WAY-30 Test Pavements
PY - 2008/06//Technical Report
SP - 251p
AB - The US Route 30 Bypass of Wooster, Ohio, in Wayne County, “WAY-30”, was constructed to demonstrate two types of extended service pavements, a long-life Portland cement concrete (PCC) pavement on the eastbound lanes and an asphalt concrete (AC) perpetual pavement on the westbound lanes. Both pavements are designed to provide 50 years or more of service with minimal maintenance (e.g. resurfacing). The PCC pavement structure features a thick and extra-wide slab on an asphalt treated base, while the AC pavement structure features a Superpave surface and a Fatigue Resistant Layer (FRL). Two sections in each direction were instrumented with pressure cells to monitor subgrade pressures and deep and shallow LVDTs to record pavement deflections. The AC test section also had transverse and longitudinal strain gages. A weather station was also used to monitor environmental conditions. Nondestructive testing of the subgrade was conducted prior to pavement placement. Controlled vehicle load and falling weight deflectometer tests were applied to the AC pavement shortly after the road opened to traffic in December 2005 and again under hot weather conditions in July 2006. Similar tests on the PCC pavement were conducted in December 2005 and August 2006. The response on both types of pavement met their respective design criteria. A verification analysis of the AC pavement response using the elastic layer system (ESL) simulation using material properties derived from laboratory and field sample data yielded unsatisfactory matches, suggesting that some refinement of the approach is needed.
KW - Asphalt concrete
KW - Asphalt concrete pavements
KW - Dowels (Fasteners)
KW - Falling weight deflectometers
KW - Fatigue tests
KW - Pavement design
KW - Pavement distress
KW - Pavement layers
KW - Portland cement concrete
KW - Service life
UR - http://worldcat.org/arcviewer/1/OHI/2009/04/15/H1239822296764/viewer/file1.pdf
UR - https://trid.trb.org/view/865839
ER -
TY - RPRT
AN - 01108731
AU - McCann, Roy
AU - Mack-Blackwell Transportation Center
AU - Research and Special Programs Administration
TI - Highway Collision Warning Technology: Determination of Criteria for Detecting and Logging Hazardous Events in Tractor-Trailer Safety and Training Programs
PY - 2008/06//Final Report
SP - 28p
AB - Advanced electronic safety systems have been increasingly deployed on passenger and commercial vehicles. Most recently, radar-based systems have been introduced for detecting and warning of impending collision. These warning systems are particularly significant for large trucks and tractor-trailers due to the severity and occurrence of rearend collisions resulting in death and serious injury. Fleet operators are presently able to remotely monitor and record hazardous conditions for evaluating driver skills and assessing the safety and reliability of highway routes. However, the criteria for logging hazardous conditions from the available data and the basis for subsequent corrective actions are not well understood. This research seeks to develop a safety-management system through remote monitoring of large truck operating conditions, thereby providing an environment to more effectively use real-time fleet operating data to improve highway safety and driver training.
KW - Commercial vehicle operations
KW - Crash avoidance systems
KW - Crashes
KW - Driver training
KW - Electronics
KW - Highway safety
KW - Monitoring
KW - Radar
KW - Rear end crashes
KW - Remote sensing
KW - Traffic safety
KW - Traffic surveillance
UR - http://www.uark.edu/rd_engr/MBTC/MBTC_-_2063(1).pdf
UR - https://trid.trb.org/view/865758
ER -
TY - RPRT
AN - 01108698
AU - Wang, Zhenming
AU - Harik, I E
AU - Woolery, Edward W
AU - Shi, Baoping
AU - Peiris, Abheetha
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Seismic-Hazard Maps and Time Histories for the Commonwealth of Kentucky
PY - 2008/06//Research Report
SP - 153p
AB - The ground-motion hazard maps and time histories for three earthquake scenarios, expected earthquakes, probable earthquakes, and maximum credible earthquakes on the free surface in hard rock (shear-wave velocity >1,500 m/s), were derived using the deterministic seismic hazard analysis. The results are based on (1) historical observations, (2) instrumental records, and (3) current understanding of the earthquake source, recurrence, and ground-motion attenuation relationship in the central United States. It is well understood that there are uncertainties in the groundmotion hazard maps because of the uncertainties inherent in parameters such as earthquake location, magnitude, and frequency used in the study. This study emphasizes the earthquakes that would have maximum impacts on humans and structures. The ground-motion parameters, including time histories, are intended for use in the recommended zone (not site-specific) where the structure is assumed to be situated at the top of a bedrock foundation. For sites underlain by soils, and in particular for sites underlain by poorly consolidated soils, it is recommended that site-specific investigations be conducted by qualified professionals in order to determine the possibilities of amplification, liquefaction, slope failure, and other considerations when subjected to the ground motions.
KW - Base isolation
KW - Earthquake engineering
KW - Earthquake resistant design
KW - Earthquakes
KW - Hazard analysis
KW - Kentucky
KW - Maps
KW - Seismicity
KW - Time history analysis
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_07_SPR_246_02_6F.pdf
UR - https://trid.trb.org/view/865791
ER -
TY - RPRT
AN - 01108648
AU - Yuan, Peng
AU - Harik, Issam E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Equivalent Barge and Flotilla Impact Forces on Bridge Piers
PY - 2008/06//Research Report
SP - 42p
AB - Bridge piers located in navigable inland waterways are designed to resist impact forces from barges and flotillas in addition to other design considerations (e.g., scour, dead and live loads, etc.). The primary design tool for estimating these forces is the AASHTO Guide Specification which provides a simple hand calculation method for determining an “equivalent impact force”. The simplicity comes at a cost of excluding the effect of the pier shape, impact duration, and interaction between barges in a flotilla. The objective of this report is to present a hand calculation method for determining barge or flotilla equivalent static impact forces on bridge piers. The primary advantage of this approach lies in its incorporation of pier geometry, interaction between barges, and impact duration. The proposed method is derived from the conduct of hundreds of finite element dynamic simulations of barges and various flotilla configurations impacting rigid and flexible rectangular and circular (or rounded end) bridge piers at different velocities. Results are presented and compared with ones derived from the AASHTO method and detailed finite element modeling. The results generated by the proposed method compare very well with ones derived from the FE modeling, while the AASHTO results are up to twice as large as one from the proposed method for the examples presented in this report.
KW - Barges
KW - Bridge piers
KW - Crashes
KW - Finite element method
KW - Impact tests
KW - Impacts
KW - Set forward force
KW - Water traffic
KW - Water transportation crashes
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_13_SPR_261_03_2F.pdf
UR - https://trid.trb.org/view/865802
ER -
TY - RPRT
AN - 01108640
AU - Ding, H S
AU - Harik, Issam E
AU - Choo, C C
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Seismic Evaluation and Ranking of Embankments for Bridges on and over The Parkways in Western Kentucky
PY - 2008/06//Research Report
SP - 114p
AB - This study represents one of the Seismic Evaluation of Bridges on and over the Parkways in Western Kentucky investigative series. The effort is focused on the seismic vulnerability of bridge embankments against slope instability and liquefaction potential. An evaluation and rating procedure is presented to assist in identifying and prioritizing bridge embankments that are susceptible to failure due to projected seismic events. To expedite the process, the algorithm titled Seismic Assessment System for Bridges (SASB) was programmed. Three hundred and eight-nine (389) bridge embankments (parallel bridges included) along the five western Kentucky parkways – Audubon, Pennyrile, Purchase, Western Kentucky, and William Natcher – were evaluated for projected 50-year and 250-year seismic events in this process. 30% of the bridge embankments are rated as ‘critical’ for projected 50-year event earthquakes, and 36% for projected 250-year event earthquakes. Based on this preliminary investigation, it is recommended that a more detailed analysis be carried out for bridge embankments rated as ‘critical’.
KW - Base isolation
KW - Bridge foundations
KW - Earthquake resistant design
KW - Earthquakes
KW - Embankment foundations
KW - Embankments
KW - Foundations
KW - Kentucky
KW - Risk assessment
KW - Seismicity
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_06_SPR_246_02_5F.pdf
UR - https://trid.trb.org/view/865808
ER -
TY - RPRT
AN - 01108637
AU - Xie, Jian
AU - Harik, Issam E
AU - Zhao, Tong
AU - Hu, Jindong
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Preliminary Seismic Evaluation and Ranking of Bridges on and over the Parkways in Western Kentucky
PY - 2008/06//Research Report
SP - 103p
AB - Five parkways in Western Kentucky are located in the region that is greatly influenced by the New Madrid and Wabash Valley Seismic Zones. This report executes a preliminary screening process, known also as the Seismic Rating System, for bridges on and over parkways in Western Kentucky to identify the seismic vulnerable bridges. The ranking of bridges derived from this rating system is based on: structural vulnerability, seismic and geotechnical hazards, and bridge importance. There are 349 bridges were ranked with the Seismic Inventory of Bridges (SIB), a user-oriented database program developed according to the Seismic Retrofitting Manual. The bridge ranks (R) range from a low of 0 to a high of 75, based on a scale of 100. According to the seismic rank and regularity of bridges on and over the parkways in Western Kentucky, there are a total of 17 bridges, including parallel bridges, were selected for detailed seismic analysis. The 17-bridges have an average ranking of 58, with a highest bridge rank of 75.
KW - Base isolation
KW - Bridge inventory data
KW - Earthquake resistant design
KW - Geotechnical engineering
KW - Highway bridges
KW - Inventory
KW - Kentucky
KW - Risk assessment
KW - Seismicity
KW - Structural analysis
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_04_SPR_246_02_3F.pdf
UR - https://trid.trb.org/view/865807
ER -
TY - RPRT
AN - 01108629
AU - Xie, Jian
AU - Harik, Issam E
AU - Zhao, Tong
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Detailed Seismic Evaluation of Bridges on and over the Parkways in Western Kentucky
PY - 2008/06//Research Report
SP - 75p
AB - This report outlines a rating system and details an evaluation procedure for the seismic evaluation of highway bridges. These processes are later used to investigate the structural integrity of selected highway bridges on and over the parkways in Western Kentucky. A total of 349 bridges were rated with the bridge ranking system, and 17 were selected for detailed seismic evaluation. The capacity/demand ratio method developed by the Federal Highway Administration is employed for the detailed evaluation of bridges. The evaluation involves creating three-dimensional finite element models for all 17 bridges. Dynamic analysis is performed for a projected 250-year event. Among the four components required for proper evaluation, only expansion joints and bearings, and columns and footings were investigated. The evaluating results indicate that the rating system is an effective means in determining and prioritizing highway bridges for seismic evaluation and retrofit processes. The different forms of deficiencies of the bridges are presented herein.
KW - Bearing capacity
KW - Bridge bearings
KW - Bridge foundations
KW - Earthquake resistant design
KW - Finite element method
KW - Footings
KW - Foundations
KW - Highway bridges
KW - Kentucky
KW - Seismicity
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_05_SPR_246_02_4F.pdf
UR - https://trid.trb.org/view/865806
ER -
TY - RPRT
AN - 01108628
AU - Choo, Ching Chiaw
AU - Xie, Jian
AU - Zhao, Tong
AU - Hu, Jindong
AU - Ding, Hanshan
AU - Wang, Zhenming
AU - Woolery, Edward W
AU - Shi, Baoping
AU - Peiris, Abheetha
AU - Harik, Issam E
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Seismic Evaluation of Bridges on and over the Parkways in Western Kentucky--Summary Report
PY - 2008/06//Final Report
SP - 37p
AB - This report (KTC-07-02/SPR246-02-1F) provides an overall summary on the seismic investigative study performed on bridges on/over the five parkways in Western Kentucky. The comprehensive study was further divided into the followings tasks, each reported separately as follows: (1) The first report of this study (KTC-07-03/SRP246-02-2F) involved data collection and field inspection of bridges on/over the parkways. The resulting inventory contains data of three hundred fifty-one (351) bridges on/over the parkways, detailing their construction type, soil profile, present condition, etc. (2) In KTC-07-04/SPR246-02-3F, a preliminary seismic evaluation and ranking was performed on all bridges within the inventory. Details of the evaluation and ranking procedure are outlined. In this task seventeen (17) bridges, that are deemed susceptible to major earthquakes, were identified. (3) Detailed seismic evaluations of the seventeen (17) bridges were subsequently carried out using time-history analysis for a projected 250-year seismic event. The results of the analysis are presented in KTC-07-05/SPR246-02-4F. (4) KTC-07-06/SPR246-02-5F presents the preliminary evaluation and ranking of bridge embankments along the parkways. (5) The last report, numbered KTC-07-07/SPR246-02-6F, provides the latest seismic hazard maps for the expected earthquake (EE), probable earthquake (PE), and maximum credible earthquake (MCE), which will be used in seismic analysis and design of highway infrastructures in Kentucky.
KW - Bridge decks
KW - Bridge design
KW - Bridges
KW - Earthquake resistant design
KW - Embankment foundations
KW - Embankments
KW - Foundations
KW - Kentucky
KW - Parkways
KW - Seismic prospecting
KW - Seismicity
KW - Stability (Mechanics)
UR - http://www.ktc.uky.edu/files/2012/06/KTC_07_02_SPR_246_02_1F.pdf
UR - https://trid.trb.org/view/865790
ER -
TY - RPRT
AN - 01108620
AU - Yuan, Peng
AU - Harik, Issam E
AU - Davidson, Michael T
AU - University of Kentucky, Lexington
AU - Kentucky Transportation Cabinet
AU - Federal Highway Administration
TI - Multi-Barge Flotilla Impact Forces on Bridges
PY - 2008/06//Research Report
SP - 214p
AB - Bridge piers located in navigable inland waterways are designed to resist impact forces from barges and flotillas in addition to other design considerations (e.g., scour, dead and live loads, etc.). The primary design tool for estimating these forces is the AASHTO Guide Specification which provides a simple hand calculation method for determining an “equivalent impact force”. The simplicity comes at a cost of excluding the effect of the pier shape, impact duration, and interaction between barges in a flotilla. The objective of this report is to present a hand calculation method for determining barge or flotilla equivalent static impact forces on bridge piers. The primary advantage of this approach lies in its incorporation of pier geometry, interaction between barges, and impact duration. The proposed method is derived from the conduct of hundreds of finite element dynamic simulations of barges and various flotilla configurations impacting rigid and flexible rectangular and circular (or rounded end) bridge piers at different velocities. Results are presented and compared with ones derived from the AASHTO method and detailed finite element modeling. The results generated by the proposed method compare very well with ones derived from the FE modeling, while the AASHTO results are up to twice as large as one from the proposed method for the examples presented in this report.
KW - Barges
KW - Bridge piers
KW - Crashes
KW - Finite element method
KW - Impact tests
KW - Impacts
KW - Set forward force
KW - Water traffic
KW - Water transportation crashes
UR - http://www.ktc.uky.edu/files/2012/06/KTC_08_13_SPR_261_03_2F.pdf
UR - https://trid.trb.org/view/865801
ER -