TY - RPRT AN - 01575494 AU - Williamson, Michael AU - Kersh, Erin AU - Zavagnini, Fabio AU - Hallenbeck, Mark AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration AU - Department of Transportation TI - South Florida Freight Advanced Traveler Information System Demonstration Team Final Report PY - 2015/05//Final Report SP - 33p AB - This Demonstration Team Final Report has been prepared to provide an overview of the conduct and qualitative findings of the South Florida Freight Advanced Traveler Information System (FRATIS) development and testing program. More specifically, this document provides: (1) A description of the testing program; (2) Information and lessons learned related to stakeholder/user engagement during the program; (3) Information and lessons learned related to system testing during the program; and (4) Recommendations concerning future FRATIS and freight connected vehicle programs. KW - Demonstration projects KW - Freight Advanced Traveler Information System (FRATIS) KW - Freight transportation KW - Lessons learned KW - Mobile communication systems KW - Recommendations KW - South Florida KW - System testing UR - http://ntl.bts.gov/lib/55000/55200/55223/sf_dtfr.pdf UR - https://trid.trb.org/view/1366775 ER - TY - RPRT AN - 01575137 AU - Siemers, Jeremy L AU - Wilson, Kenneth R AU - Baruch-Mordo, Sharon AU - Colorado State University, Fort Collins AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Monitoring Wildlife-Vehicle Collisions: Analysis and Cost-Benefit of Escape Ramps for Deer and Elk on U.S. Highway 550 PY - 2015/05//Final Report SP - 56p AB - Wildlife fencing along highways can lower wildlife-vehicle collision (WVC) rates by excluding animals from the road right-of-way. Still, animals can breach fencing and end up trapped within the fencing along the highway right-of-way, exposing wildlife and motorists to the risk of collision. Wildlife escape ramps (ER) are designed to allow trapped animals safe passage out of the right-of-way. Few recommendations exist on effective design of escape ramps and monitoring data are limited. The authors investigated the usage levels, escape success, wildlife-vehicle collisions, and design of 11 escape ramps and two escape jumps along an eight-mile stretch of U.S. Highway 550 near Ridgway, Colorado. The authors' goals were to 1) relate usage levels and escape success to ER structure design and its surrounding environmental characteristics, 2) describe the animal use of ER in the study area, 3) conduct a cost-benefit analysis for escape ramp construction and 4) provide recommendations regarding ER design and WVC based on data collected. A number of implementation recommendations are made in the report including: installation of additional ramps at specific locations, addition of improved mitigation at the ends of wildlife fencing, and specific improvements to select escape structures. KW - Analysis KW - Benefit cost analysis KW - Colorado KW - Deer KW - Design KW - Fences KW - Implementation KW - Ramps KW - Recommendations KW - Traffic crashes KW - Wildlife UR - https://www.codot.gov/programs/research/pdfs/2015-research-reports/monitoring-wildlife-vehicle-collisions-analysis-and-cost-benefit-of-escape-ramps-for-deer-and-elk-on-u-s-highway-550/at_download/file UR - https://trid.trb.org/view/1366943 ER - TY - RPRT AN - 01575129 AU - Kim, Sang-Soo AU - Nazzal, Munir AU - Abbas, Ala R AU - Akentuna, Moses AU - Arefin, Mir Shahnewaz AU - Ohio University, Athens AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Low Temperature Cracking Resistance of WMA PY - 2015/05//Final Report SP - 121p AB - The use of water injection foamed warm mix asphalt (WMA) has increased rapidly in the State of Ohio for environmental and economic benefits. The purpose of this study was to determine the low temperature cracking potential of WMA in comparison to the conventional hot mix asphalt (HMA) and to determine factors affecting the low temperature performance of WMA and HMA. To achieve these objectives, the low temperature performance of WMA and HMA was determined using the thermal stress restrained specimen test (TSRST) and asphalt concrete cracking device (ACCD). The coefficient of thermal expansion/contraction (CTE) of asphalt mixes was also determined using the Ohio CTE device. In addition, the low temperature performance of asphalt binder was determined using the bending beam rheometer (BBR) and the asphalt binder cracking device (ABCD). Laboratory produced WMAs and HMAs had similar low temperature performance while field WMAs showed an improved low temperature performance. The low temperature performance grading procedure based on BBR graded polyphosphoric acid (PPA) modified binders to colder temperatures than the grades estimated from ACCD mixture test. For Styrene Butadiene Styrene (SBS) modified binders the low end BBR PG grade temperatures were warmer than the grades estimated from ACCD mixture test. This incorrect low temperature BBR PG grading seemed due to changes in the binder strength due to modification. PPA modification tends to reduce the strength and SBS modification tends to increase the strength. ABCD grading temperatures were in better agreement with the ACCD mixture cracking temperatures than the BBR PG grading. The inclusion of 15% recycled asphalt pavement (RAP) and 5% recycled asphalt shingle (RAS) separately in the asphalt mixes resulted in 1 to 2°C colder ACCD cracking temperature than the control mix without RAP or RAS. The effects of RAP and RAS on CTE, strength and the rate of thermal stress development were different, indicating different blending mechanisms with the virgin binder. The use of a high CTE aggregate with 8.4 µε/°C, in comparison to a low CTE aggregate with 4.2 µε/°C, increased mix CTE by about 2 µε/°C and resulted in 1 to 2°C colder ACCD cracking temperature. Binder content did not have a significant effect on the ACCD cracking temperature while a low compaction effort resulted in a colder cracking temperature by producing thicker asphalt binder film between aggregate particles. However, the low level compaction for thicker asphalt film will adversely affect the rutting, fatigue, and stripping resistance of asphalt pavements. KW - Binder content KW - Cracking KW - Evaluation KW - Foamed asphalt KW - Hot mix asphalt KW - Low temperature KW - Ohio KW - Pavement performance KW - Recycled materials KW - Thermal stresses KW - Warm mix paving mixtures UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12602#img_view_container UR - https://trid.trb.org/view/1366892 ER - TY - RPRT AN - 01574115 AU - Uddin, Waheed AU - Altinakar, Mustafa AU - University of Mississippi, University AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - Disaster Protection of Transport Infrastructure and Mobility Using Flood Risk Modeling and Geospatial Visualization PY - 2015/05//Final Report SP - 161p AB - This project addresses the goal of using flood simulations to assess the flood risk and impacts on the built infrastructure. The primary objectives of this project are to: select a test site in Mississippi on the downstream of a river, extract river centerline and infrastructure features on a geospatial map, simulate extreme flood scenarios, and evaluate the structural integrity of bridges. Traditionally, flood simulation and risk mapping relied on one-dimensional flood models. In this project, two-dimensional flood propagation modeling is simulated over large areas using the DSS-WISE software, developed by the National Center for Computational Hydroscience and Engineering. It combines a state-of-the-art two-dimensional numerical model, CCHE2D-FLOOD, with a digital elevation model (DEM) of the study area and geospatial visualization. The numerical model solves full dynamic shallow water equations over the DEM of natural topography that can handle mixed flow regimes, wetting/drying, and disconnected flow domains. The extreme flood simulation results for the pilot study Sardis site considering 10-m square computation cells of the bare ground indicate a total area of 31 mi² (80 km²) inundated. The floodwater reached up to 39 ft (12 m) above the ground level and 13–16 ft (4 – 4.9 m) over the top of the two highways and rail infrastructure bridges. The local scour around the 10 ft-diameter bridge piers in the main channel is estimated as 17.30 ft (5.3 m), which is severe. A detailed structural integrity analysis of the US-51 bridge model shows the most critical condition as the factor of safety approaches 1.0. This happens when the floodwater level is at the top of the concrete girders, which destabilizes the girder-bearing areas. Field evidence and failure analysis of post-flood images show the washing away and destruction of bridges over streams and other bodies of water when the floodwater reaches the deck level, as observed for bridge destruction cases during both 2005 Katrina and 2011 Irene hurricane disasters. This important finding of optimum clearance of bridge superstructure above the channel bed is recommended to implement in state bridge management systems for flagging such vulnerable bridges and prioritizing for mitigation. KW - Bridge management systems KW - Bridges KW - Disaster preparedness KW - Floods KW - Geospatial analysis KW - Infrastructure KW - Mississippi KW - Risk analysis KW - Simulation KW - Structural analysis KW - Visualization UR - http://www.ncitec.msstate.edu/wp-content/uploads/2012-25FR.pdf UR - https://trid.trb.org/view/1363642 ER - TY - RPRT AN - 01574079 AU - National Highway Traffic Safety Administration TI - The Need for Additional Heavy Truck Crashworthiness Standards PY - 2015/05 SP - 29p AB - The Moving Ahead for Progress in the 21st Century Act (MAP-21) directed the Secretary of Transportation to conduct a comprehensive analysis on the need for heavy truck crashworthiness standards. In response to MAP-21, the National Highway Traffic Safety Administration (NHTSA) contracted with the University of Michigan’s Transportation Research Institute (UMTRI) to review heavy truck crashworthiness. Heavy trucks are classified as vehicles having a gross vehicle weight rating (GVWR) greater than 26,000 lb (Class 7, 8). UMTRI performed a review of government and industry standards covering truck crashworthiness, providing background of the regulatory development addressing truck safety and cab integrity. To review heavy truck crashes, UMTRI used its Trucks in Fatal Accidents (TIFA) database, which was developed from an in-depth review of the thousands of fatal accidents involving trucks. UMTRI also reviewed the 2000-2003 Large Truck Crash Causation Study (LTCCS) to provide an anecdotal analysis of heavy truck crash events. A report has been submitted to NHTSA, “Heavy Truck Crashworthiness: Injury Mechanisms and Countermeasures to Improve Occupant Safety,” documenting the research on heavy truck crashes. UMTRI’s research and analysis is extensively cited in this report and is referred as the “UMTRI report.” In addition, NHTSA performed an in-house study of fatal heavy truck crashes that occurred in 2011. This research permitted evaluation of the crash performance of newer heavy trucks. Results are utilized within this report and the full study is provided in the Appendix. This report summarizes the UMTRI and NHTSA research. KW - Cabs (Vehicle compartments) KW - Crash causes KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - Heavy duty trucks KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - Standards KW - Trend (Statistics) KW - Truck crashes KW - Trucking safety UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/Rept2Congress-Need-for-Addl-Heavy-Truck-Crashworthiness-Stds.pdf UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/Truck Crashworthiness Data Special Study (APPENDIX).pdf UR - https://trid.trb.org/view/1363778 ER - TY - RPRT AN - 01574069 AU - Coakley, Richard C AU - Institute of Transportation Engineers (ITE) AU - Federal Highway Administration AU - Federal Highway Administration AU - Federal Highway Administration TI - Integration of Safety in the Project Development Process and Beyond: A Context Sensitive Approach SN - 9781933452852 PY - 2015/05 SP - 148p AB - This report provides information and background to transportation agencies and professionals so that they can apply the most appropriate technical knowledge about quantitative safety performance—crashes, their outcomes, and causal factors—to develop projects for a range of highway and street types and contexts. The process of incorporating safety into design begins with an examination of how an agency fundamentally thinks about safety and a recognition that new approaches for analyzing safety must be adopted as part of an agency’s policies and procedures. Best practices are presented for the various stages of project development, including planning, engineering and design, construction, operations, and system preservation and maintenance. Case studies and project examples have been included to illustrate how the concepts can be tailored to project size, scope, and context. KW - Best practices KW - Case studies KW - Maintenance practices KW - Performance measurement KW - Project management KW - Risk management KW - Traffic safety KW - Transportation operations KW - Transportation planning UR - http://library.ite.org/pub/e4edb88b-bafd-b6c9-6a19-22e98fedc8a9 UR - https://trid.trb.org/view/1360476 ER - TY - RPRT AN - 01574028 AU - Pecheux, Kelley AU - Strathman, James AU - Kennedy, Jason AU - Applied Engineering Management (AEM) Corporation AU - Portland State University AU - Federal Transit Administration TI - Evaluation of Transit Bus Turn Warning Systems for Pedestrians and Cyclists PY - 2015/05//Draft Final Report SP - 191p AB - As part of a cooperative agreement with the Federal Transit Administration (FTA), the Tri-County Metropolitan Transportation District of Oregon (TriMet) conducted a demonstration test of three commercially-available pedestrian turn warning systems for transit buses. A total of 45 buses were equipped with the turn warning systems (15 buses with each of the 3 systems) for a period of 7 months (March– September 2014). A robust evaluation of the systems was conducted, including surveys and focus groups with bus operators and the general public, a video-based analysis of pedestrian behaviors, interviews with TriMet personnel, and a benefit-cost analysis. In addition to the turn warning systems, a unique crosswalk warning sign was deployed and tested at one intersection in downtown Portland. This report documents the findings from the test and evaluation. KW - Benefit cost analysis KW - Bus drivers KW - Crosswalks KW - Cyclists KW - Demonstration projects KW - Evaluation KW - Focus groups KW - Pedestrian safety KW - Pedestrians KW - Portland (Oregon) KW - Surveys KW - Transit buses KW - Tri-County Metropolitan Transportation District of Oregon KW - Warning signals KW - Warning signs UR - http://www.fta.dot.gov/documents/FTA_Report_No._0084.pdf UR - http://ntl.bts.gov/lib/55000/55500/55564/FTA_Report_No._0084.pdf UR - https://trid.trb.org/view/1363775 ER - TY - RPRT AN - 01570624 AU - Greenwell, Nathan K AU - National Highway Traffic Safety Administration TI - Results of the National Child Restraint Use Special Study PY - 2015/05 SP - 66p AB - The National Highway Traffic Safety Administration (NHTSA) conducted the National Child Restraint Use Special Study (NCRUSS) in 2011, observing the use of car seats and booster seats for child passengers (birth to 8 years old) in 4,167 vehicles. The study also interviewed drivers on their attitudes and beliefs about car seats and booster seats as well as their confidence with installing them. The NCRUSS is a nationally representative survey. Results showed that 94 percent of children were restrained in car seats or booster seats, 4 percent were restrained in seat belts, and 2 percent were unrestrained. By car seat or booster seat type, 50 percent of children were restrained in forward-facing car seats, 31 percent were restrained in booster seats, 9 percent were restrained in rear-facing infant car seats, and 4 percent were restrained in rear-facing convertible car seats. “Misuse” of car seats and booster seats is defined as a characteristic of installing the car seat/booster seat to the vehicle, or of restraining the child in a car seat/booster seat that may reduce the protection of the car seat/booster seat in the event of a crash. Not every divergence from a perfect installation was considered “misuse” for this study. Results showed that estimated overall car seat and booster seat misuse was 46 percent. By car seat or booster seat type, estimated misuse rates were 61 percent for forward-facing car seats, 49 percent for rear-facing infant car seats, 44 percent for rear-facing convertible car seats, 24 percent for backless booster seats, and 16 percent for highback booster seats. The NCRUSS also provides data on lower anchor connectors and tether strap installations (LATCH installations). Results showed that rear-facing car seats (both infant and convertible car seats) equipped with lower anchor connectors in seating positions equipped with lower anchors were more likely installed with lower anchor connectors (87%) than seat belts (22%). Similarly, forward-facing car seats equipped with lower anchor connectors and tether strap in seating positions equipped with lower anchors and tether anchor were more likely installed with lower anchors connectors and tether strap (48%) than the seat belt (27%). KW - Attitudes KW - Child restraint systems KW - Children KW - Drivers KW - Installation KW - Lower Anchors and Tethers for Children (LATCH) KW - Surveys KW - Vehicle safety UR - http://www-nrd.nhtsa.dot.gov/Pubs/812142.pdf UR - https://trid.trb.org/view/1361381 ER - TY - RPRT AN - 01570603 AU - Knecht, William R AU - Frazier, Eldridge AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Pilots’ Risk Perception and Risk Tolerance Using Graphical Risk-Proxy Gradients PY - 2015/05//Final Report SP - 40p AB - Graphical weather displays such as Next-Generation Radar (NEXRAD) radar reflectivity maps are now extensively being used by general aviation (GA) pilots. Human factors issues associated with such risk-proxy displays are of great interest to researchers, aviation policymakers, manufacturers, and aircraft insurers alike. To that end, this study is a simple, three-page test of risk tolerance. With risk defined as the chance of “significant damage to your aircraft,” and motivation as “fuel cost combined with time pressure,” three graphical NEXRAD-like risk gradients were created, each with a different starting value, and logarithmically color-coded with eight different levels of risk posed by potential weather. Each risk gradient was given two different motivation levels. The study utilized 30 GA pilots to draw six flight paths from a departure point to a destination point and estimated each pilot’s risk tolerance for each flight, based on flight path length (an efficiency measure) and the highest-risk area traversed (a safety measure). Three major quantitative findings emerged. First, higher motivation generally led to shorter flight paths, but at the cost of higher risk. Second, in more than half the flights tested here, pilots appeared to exhibit risk tolerances in excess of formal national policy goals. Third, however, the numerical risk values themselves appeared confusing to many pilots. All three of these findings could be effectively and easily addressed by training. This study explores plausible theoretical explanations for these findings, including pilots’ use of risk heuristics—simplifying mental rules, which substitute for complex mental calculations. Some of these heuristics could benefit from training. The remainder need only be “tuned” to meet policy goals. Finally, the study recommends that the color schemes in flightdeck displays be kept simple and consistent with color schemes pilots already know. KW - Air pilots KW - Attitudes KW - Behavior KW - Flight paths KW - Human factors KW - Information display systems KW - NEXRAD KW - Recommendations KW - Risk KW - Risk taking KW - Weather conditions UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201509.pdf UR - https://trid.trb.org/view/1361737 ER - TY - RPRT AN - 01570514 AU - Kost, Andrew AU - Filz, George M AU - Cousins, Thomas E AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Differential Settlement of a Geosynthetic Reinforced Soil Abutment: Full-Scale Investigation: Summary Report PY - 2015/05//Final Report SP - 29p AB - The Geosynthetic Reinforced Soil Integrated Bridge System (GRS-IBS) uses alternating layers of closely spaced geosynthetic reinforcement and well-compacted granular fill to support the bridge superstructure and form an integrated roadway approach. This system offers simple and rapid construction, lower costs than traditional alternatives, and reduction or elimination of the bump at the end of the bridge. However, like all shallow foundations, GRS-IBS can be vulnerable to differential settlements beneath the foundation. This report summarizes the final project report by Kost et al. (2015) that describes research into the behavior of GRS abutments subjected to differential settlements, which may be due to compressible soils beneath the foundation or to scour undermining. A field-scale model was constructed and subjected to carefully controlled differential settlements, and a comprehensive instrumentation program monitored the response of the abutment. The robust response of the abutment under the large differential settlements imposed in these tests indicated that GRS abutments will perform well under the smaller levels of differential settlement that would be expected in field applications. However, if large enough differential settlements occur such that the facing blocks separate, then hydraulic forces could pose a significant hazard to the abutment if the reinforced fill is not adequately protected. Three measures to reduce the vulnerability of the reinforced fill are presented, and a predictive equation was developed to estimate the settlement of the abutment’s facing blocks in response to differential foundation settlement. The predictive equation is specific to the conditions of the field-scale test. The authors recommend that the Virginia Department of Transportation’s Structure and Bridge Division consider GRS-IBS as a viable bridge technology. For crossings over water, the authors agree with the recommendation of Adams et al. (2011) that GRS-IBS should be considered only if scour concerns can be adequately addressed. In addition, the authors suggest that GRS-IBS designers consider additional measures to protect the reinforced fill in the event of unanticipated settlements. KW - Bridge abutments KW - Bridge foundations KW - Bridge superstructures KW - Differential settlement KW - Equations KW - Geosynthetics KW - Mathematical prediction KW - Mechanically stabilized earth KW - Scale models UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r4.pdf UR - http://ntl.bts.gov/lib/55000/55000/55090/15-r4.pdf UR - https://trid.trb.org/view/1361253 ER - TY - RPRT AN - 01570399 AU - Sun, Xiaoduan AU - University of Louisiana, Lafayette AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Louisiana Department of Transportation and Development AU - Research and Innovative Technology Administration AU - Louisiana Transportation Research Center TI - Development of a Highway Safety Fundamental Course PY - 2015/05//Final Report SP - 495p AB - Although the need for road safety education was first recognized in the 1960s, it has become an increasingly urgent issue in recent years. To fulfill the hefty goal set up by the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Strategy and by state departments of transportation (DOTs), it is critical to have a workforce that fully understands the fundamentals of highway safety. One way to ensure such an adequate workforce is to develop a college level course to educate students. Although the National Cooperative Highway Research Program (NCHRP) Project 17-40, “Model Curriculum for Highway Safety Core Competencies,” has produced training materials on highway safety, it targets a broad audience “that consists of road safety professionals at all levels of government, as well as representatives of the private sector and non-profits, from the fields of: traffic engineering, highway safety, public health, psychology, statistics, law enforcement, economics, planning, public policy, and education.” The course title “Road Safety 101” clearly shows that it is not intended for a systematic safety education in the field of engineering. This project developed a teaching package for safety fundamentals for undergraduate students and graduate students in civil engineering. The course covers seven topics: introduction to highway safety, basic safety concepts, safety related data, fundamental statistics, development of safety models, safety predictive models in the Highway Safety Manual (HSM), and safety evaluation. Accordingly, seven lecture notes were developed along with homework assignments, quizzes, and exams. The developed course materials can also be used in the engineering continuing education on the topic of roadway safety and in roadway safety training workshops for a broad audience who are involved in highway safety from not just engineering, but also education and enforcement. KW - Civil engineering KW - Curricula KW - Education and training KW - Highway safety KW - Safety education UR - http://www.ltrc.lsu.edu/pdf/2015/FR_524.pdf UR - https://trid.trb.org/view/1359698 ER - TY - RPRT AN - 01570304 AU - Worel, Benjamin AU - Van Deusen, Dave AU - Minnesota Department of Transportation AU - Minnesota Department of Transportation AU - Federal Highway Administration TI - Benefits of MnROAD Phase-II Research PY - 2015/05//Final Report SP - 68p AB - The Minnesota Road Research Project (MnROAD) is an accelerated pavement test facility owned and operated by the Minnesota Department of Transportation (MnDOT). The facility, located along Interstate 94, northwest of the Twin Cities metropolitan area, was constructed 1990-1993 and opened to traffic in 1994. This report summarizes the outcome of the many different projects that were completed during MnROAD Phase-II which began in 2007 and is now coming to a close. Detailed information is provided related to the cost of operating the facility, support from MnDOT Office of Materials of Research (OMRR), Minnesota Local Road Research Board (MN LRRB) as well as research funding from MnDOT and external sources. The approach utilized in this report does not take into account economic factors such as the time value of money. Direct calculation of monetary benefits for a specific research project is difficult at best. Assumptions must be made concerning construction costs and pavement performance. However, where feasible, the potential benefits of these research projects are quantified with the assumptions forming the basis for these estimates clearly stated. Based on calculations the benefit of MnROAD Phase-II is estimated to be over $10 million per year. This estimate may be increased by $8 million per year provided that a lowering of the minimum noise level reduction requirements could be realized. KW - Benefits KW - Costs KW - Financing KW - Minnesota KW - Minnesota Road Research Project (MnROAD) KW - Pavement performance KW - Research projects KW - Test tracks UR - http://www.dot.state.mn.us/research/TS/2015/201519.pdf UR - https://trid.trb.org/view/1359702 ER - TY - RPRT AN - 01569147 AU - Bing, Alan AU - Dizon, Anthony AU - Brickett, Jennifer AU - Papson, Andrew AU - O'Rourke, Laurence AU - ICF International AU - Booz Allen Hamilton, Incorporated AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Risk Evaluation Framework and Selected Metrics for Tank Cars Carrying Hazardous Materials PY - 2015/05//Final Report SP - 132p AB - This report presents an analysis of train accident and hazardous materials (hazmat) release data to quantify the likelihood of a hazmat release. The harm caused by a hazmat release is characterized as the end result of a chain of events, with each link in the chain being characterized by risk metrics that determine likelihood of occurrence. The chain of events is typically comprised of the following: 1) Freight train accident (due to an infrastructure or equipment defect) failure of signal or communications equipment, human error, or miscellaneous cause; 2) One or more freight cars derailed in accident, as a function of accident type, train speed, etc.; 3) Hazmat tank cars among derailed cars, depending on hazmat car routing practice; 4) Derailed hazmat tank car releases following a train accident; and 5) Harm to people, property, and/or the environment from exposure to released hazmat. Analysis and findings in this report will provide regulatory, industry, and general public stakeholders a better understanding of the “chain of events” leading to a hazmat release from a tank car, the impact of risk reduction measures that can be applied at different links along the chain of events, and a quantifiable risk model representing the chain of events leading to a hazmat release. KW - Hazardous materials KW - Metrics (Quantitative assessment) KW - Railroad crashes KW - Risk analysis KW - Spills (Pollution) KW - Tank cars UR - http://www.fra.dot.gov/Elib/Document/14511 UR - http://www.fra.dot.gov/Elib/Document/14514 UR - https://www.fra.dot.gov/Elib/Document/14526 UR - https://trid.trb.org/view/1353377 ER - TY - RPRT AN - 01568649 AU - Federal Motor Carrier Safety Administration TI - The Commercial Vehicle Information Systems and Networks Program, 2014 PY - 2015/05//Final Report SP - 11p AB - The Federal Motor Carrier Safety Administration (FMCSA) was created as an operating administration within the U.S. Department of Transportation (USDOT) by the Motor Carrier Safety Improvement Act of 1999. The primary mission of the FMCSA is to reduce crashes, injuries, and fatalities involving large trucks and buses. The Commercial Vehicle Information Systems and Networks (CVISN) program supports that safety mission by providing grant funds to States for: (1) Improving safety and productivity of motor carriers, commercial motor vehicles (CMVs), and their drivers. (2) Improving efficiency and effectiveness of CMV safety programs through targeted enforcement. (3) Improving CMV data sharing within States and between States and FMCSA; and • Reducing Federal, State, and industry regulatory and administrative costs. This document looks at CVISN capabilities, funding, program activities, and grant funding. KW - Commercial vehicles KW - CVISN (Program) KW - Data sharing KW - Financing KW - Grant aid KW - Information systems KW - Motor carriers KW - States KW - Trucking safety UR - http://ntl.bts.gov/lib/55000/55000/55044/2014_CVISN_Annual_Report_Final_May_18_2015.pdf UR - https://trid.trb.org/view/1358914 ER - TY - RPRT AN - 01567468 AU - Hosteng, Travis K AU - Abu-Hawash, Ahmad AU - Port, Gordon AU - Phares, Brent M AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Laboratory Investigation of Concrete Beam-End Treatments PY - 2015/05//Final Report SP - 83p AB - The ends of prestressed concrete beams under expansion joints are often exposed to moisture and chlorides. Left unprotected, the moisture and chlorides come in contact with the ends of the prestressing strands and/or the mild reinforcing, resulting in corrosion. Once deterioration begins, it progresses unless some process is employed to address it. Deterioration can lead to loss of bearing area and therefore a reduction in bridge capacity. Previous research has looked into the use of concrete coatings (silanes, epoxies, fiber-reinforced polymers, etc.) for protecting prestressed concrete beam ends but found that little to no laboratory research has been done related to the performance of these coatings in this specific type of application. The Iowa Department of Transportation (DOT) currently specifies coating the ends of exposed prestressed concrete beams with Sikagard 62 (a high-build, protective, solvent-free, epoxy coating) at the precast plant prior to installation on the bridge. However, no physical testing of Sikagard 62 in this application has been completed. In addition, the Iowa DOT continues to see deterioration in the prestressed concrete beam ends, even those treated with Sikagard 62. The goals of this project were to evaluate the performance of the Iowa DOT-specified beam-end coating as well as other concrete coating alternatives based on the American Association of State Highway and Transportation Officials (AASHTO) T259-80 chloride ion penetration test and to test their performance on in-service bridges throughout the duration of the project. In addition, alternative beam-end forming details were developed and evaluated for their potential to mitigate and/or eliminate the deterioration caused by corrosion of the prestressing strands on prestressed concrete beam ends used in bridges with expansion joints. The alternative beam-end details consisted of individual strand blockouts, an individual blockout for a cluster of strands, dual blockouts for two clusters of strands, and drilling out the strands after they are flush cut. The goal of all of the forming alternatives was to offset the ends of the prestressing strands from the end face of the beam and then cover them with a grout/concrete layer, thereby limiting or eliminating their exposure to moisture and chlorides. KW - Alternatives analysis KW - Anticorrosion coatings KW - Beams KW - Bridge design KW - Expansion joints KW - Iowa KW - Laboratory studies KW - Prestressed concrete bridges UR - http://www.intrans.iastate.edu/research/documents/research-reports/beam-end_treatments_w_cvr.pdf UR - http://ntl.bts.gov/lib/55000/55200/55290/IADOT_ISU_RB08_013_.pdf UR - https://trid.trb.org/view/1356191 ER - TY - SER AN - 01567455 JO - TechBrief PB - Federal Highway Administration AU - Fitzpatrick, Kay AU - Avelar, Raul AU - Robertson, James AU - Miles, Jeff TI - Comparison of Driver Yielding for Three Rapid-Flashing Patterns Used With Pedestrian Crossing Signs PY - 2015/05 SP - 8p AB - Flashing traffic control devices can help draw drivers’ attention to the traffic control device and to the area around the device. An example of a device that has resulted in significant improvements in increasing driver yielding to crossing pedestrians is the rectangular rapid-flashing beacon (RRFB). Although the RRFB is allowed under interim approval from the Federal Highway Administration (FHWA), there is growing interest in adding it to the Manual on Uniform Traffic Control Devices (MUTCD). The Signals Technical Committee (STC) of the National Committee on Uniform Traffic Control Devices (NCUTCD), which assists in developing language for chapter 4 of the MUTCD, is interested in research and/or assistance in developing materials on the design, application, and effectiveness of the RRFB. The initial research studies did not address certain issues that the STC believes are important in crafting language suitable for the MUTCD. For example, will other flash patterns be just as effective as the initial flash pattern that was evaluated and approved by FHWA? This TechBrief describes the methodology and results from an open-road study sponsored by FHWA that examined driver yielding behavior at crosswalks with three different flash patterns used with yellow, rapid-flashing beacons. KW - Crosswalks KW - Drivers KW - Flashing beacons KW - Flashing traffic signals KW - Manual on Uniform Traffic Control Devices KW - Pedestrian safety KW - Yielding UR - http://www.fhwa.dot.gov/publications/research/safety/15041/15041.pdf UR - https://trid.trb.org/view/1357480 ER - TY - RPRT AN - 01567453 AU - Reid, Stephen B AU - MacDonald, Clinton P AU - Alrick, Daniel M AU - Veneziano, David AU - Koon, Leann AU - Pryor, Debra AU - Ginn, Diane AU - Sonoma Technology, Incorporated AU - Arizona Department of Transportation AU - Federal Highway Administration TI - Communication Plan for Windblown Dust PY - 2015/05//Final Report SP - 156p AB - Windblown dust events occur in Arizona, and blowing dust has been considered a contributing factor to serious crashes on the segment of Interstate 10 (I‐10) between Phoenix and Tucson, as well as on other Arizona roadways. Arizona’s dust events can be regional or localized in scope. Regional events often originate with the influx of monsoonal moisture during the mid‐ to late‐ summer period. Localized events can occur when the passage of cold fronts produces strong pressure gradients that drive high winds across the fronts. Such winds can drive dust “channels” that are difficult to predict or remotely detect. Currently, the Arizona Department of Transportation (ADOT) acquires information about predicted or in‐progress dust events through National Weather Service forecasts and advisories and through field reports from motorists and ADOT personnel. ADOT then communicates this information to the public using a variety of methods, including roadway message signs, e‐mail blasts, and social media outlets (e.g., Twitter). In addition, ADOT has developed the “Pull Aside, Stay Alive” public outreach campaign, which is focused on increasing safe driver behavior during dust events. ADOT has also recently implemented a pilot dust monitoring system on a 26‐mile stretch of I‐10 in the Safford District. During this project, researchers developed a set of recommendations that ADOT can implement to identify the most effective means for acquiring data about windblown dust events, communicating information about these events to the public, and influencing driver behavior during dust storms in the future. KW - Arizona KW - Communication KW - Data collection KW - Dust KW - Highway safety KW - Outreach KW - Recommendations KW - Weather KW - Wind UR - http://apps.azdot.gov/ADOTLibrary/publications/project_reports/PDF/AZ723.pdf UR - https://trid.trb.org/view/1358917 ER - TY - RPRT AN - 01567450 AU - Shi, Xianming AU - Ye, Zhirui AU - Muthumani, Anburaj AU - Zhang, Yan AU - Dante, James F AU - Yu, Hui AU - Western Transportation Institute AU - Oregon Department of Transportation AU - Federal Highway Administration TI - A Corrosion Monitoring System for Existing Reinforced Concrete Structures PY - 2015/05//Final Report SP - 87p AB - This study evaluated a multi-parameter corrosion monitoring system for existing reinforced concrete structures in chloride-laden service environments. The system was fabricated based on a prototype concrete corrosion measurement system that had been built and patented by Southwest Research Institute (SwRI). In a laboratory benchmark test, a chloride concentration vs. potential calibration curve was established and indicated good linearity between 0.01 mol/L and 1 mol/L. The general and maximum localized corrosion rates, as measured by the Multi-electrode Array Sensor (MAS) probe, were all sensitive to the incremental chloride concentration in a simulated pore solution. However, once active corrosion is initiated and a great amount of chloride is present, the MAS probe may no longer serve as a good tool to predict the corrosion rate of rebar unless more research is conducted to establish such prediction or correlation. It was also revealed that in a sensor longevity test, only a fraction of sensors can be considered reliable after eight accelerated weathering cycles. In addition, a laboratory pilot-scale test was done by incorporating an array of three sensing units at different depth of a mortar cylinder to monitor the ingress of chloride and the corrosion rate of rebar at different depths. The results identified many challenges to improve the sensor probe. A detailed guideline along with video documentation was developed as a reference to guide field implementation. A field deployment of the system in an Oregon Department of Transportation (ODOT) bridge pier was attempted for a few months. However, future research into improvements of the sensor system is needed to achieve a successful field application. KW - Bridge piers KW - Chloride content KW - Corrosion KW - Field studies KW - Laboratory tests KW - Oregon KW - Reinforced concrete KW - Reinforcing bars KW - Sensors KW - Structural health monitoring UR - http://ntl.bts.gov/lib/55000/55100/55105/SPR736_CorrosionMonitoring.pdf UR - https://trid.trb.org/view/1356042 ER - TY - RPRT AN - 01567447 AU - Schwartz, Charles W AU - Elkins, Gary E AU - Li, Rui AU - Visintine, Beth A AU - Forman, Barton AU - Rada, Gonzalo R AU - Groeger, Jonathan L AU - AMEC Environment & Infrastructure, Incorporated AU - University of Maryland, College Park AU - Federal Highway Administration TI - Evaluation of Long-Term Pavement Performance (LTTP) Climatic Data for Use in Mechanistic-Empirical Pavement Design Guide (MEPDG) Calibration and Other Pavement Analysis PY - 2015/05//Final Report SP - 142p AB - Improvements in the Long-Term Pavement Performance (LTPP) Program’s climate data are needed to support current and future research into climate effects on pavement materials, design, and performance. The calibration and enhancement of the Mechanistic-Empirical Pavement Design Guide (MEPDG) is just one example of these emerging needs. A newly emerging climate data source, the Modern-Era Retrospective Analysis for Research and Applications (MERRA), developed by the National Aeronautics and Space Administration (NASA) for its own in-house modeling needs, provides continuous hourly weather data starting in 1979 on a relatively fine-grained uniform grid. MERRA is based on a reanalysis model that combines computed model fields (e.g., atmospheric temperatures) with ground-, ocean-, atmospheric-, and satellite-based observations that are distributed irregularly in space and time. MERRA data are available at an hourly temporal resolution and 0.5 degrees latitude by 0.67 degrees longitude (approximately 31.1 by 37.30 mi at mid-latitudes) spatial resolution over the entire globe. MERRA data were compared against the best available ground-based observations both statistically and in terms of effects on pavement performance as predicted using the MEPDG. These analyses included a systematic quantitative evaluation of the sensitivity of MEPDG performance predictions to variations in fundamental climate parameters. More extensive analysis of MERRA data included additional statistical analysis comparing operating weather station (OWS) and MERRA data, evaluation of the correctness of MEPDG surface shortwave radiation (SSR) calculations and comparison of MEPDG pavement performance predictions using OWS and MERRA climate data for more sections. The principal conclusion from these evaluations was that the MERRA climate data were as good and in many cases substantially better than equivalent ground-based OWS data. Given these many benefits and very few if any significant limitations, MERRA is strongly recommended as the new future source for climate data in LTPP. Recommendations are provided for incorporating hourly MERRA data into the LTPP database. KW - Alternatives analysis KW - Calibration KW - Data analysis KW - Evaluation KW - Long-Term Pavement Performance Program KW - Mechanistic-Empirical Pavement Design Guide KW - Modern Era Retrospective-Analysis for Research and Application (MERRA) KW - Pavement design KW - Pavement performance KW - Recommendations KW - Weather and climate KW - Weather stations UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/15019/15019.pdf UR - https://trid.trb.org/view/1358566 ER - TY - RPRT AN - 01567445 AU - Shan, Haoyin AU - Shen, Jerry AU - Kilgore, Roger AU - Kerenyi, Kornel AU - Genex Systems, LLC AU - Federal Highway Administration TI - Scour in Cohesive Soils PY - 2015/05//Laboratory Report SP - 100p AB - This study of scour in cohesive soils had two objectives. The first was to introduce and demonstrate a new ex situ erosion testing device (ESTD) that can mimic the near-bed flow of open channels to erode cohesive soils within a specified range of shear stresses. The ESTD employs a moving belt and a pump to generate a log-law velocity profile in a small test channel to simulate open channel flow. Successful testing requires careful preparation of soil specimens to avoid slaking. Preparation of erosion test samples by compaction usually leads to soil slaking, which cannot be tolerated to generate meaningful erosion function data. Therefore, cohesive soil specimens with different percentages of clay, silt, and non-uniform sands were mixed and de-aired in a pugger mixer to prevent slaking. The testing confirmed that the ESTD is capable of determining erosion characteristics of cohesive soils for bed shear stresses within the range of 0.063 to 0.31 lbf/ft² (3 to 15 Pa). Its capability of directly measuring bed shear stresses enhances the understanding of the erosion process in cohesive soils. The second objective was to develop a method for estimating the critical shear stress and erosion rates for a limited range of cohesive soils in the context of the Hydraulic Engineering Circular 18 scour framework. The method is based on more easily obtained soil parameters so that direct erosion testing is not needed in all cases. General relations are proposed for both best-fit and design applications. Estimates of critical shear stress are based on the water content, fraction of fines, plasticity index (PI), and unconfined compressive strength. In addition, an equation for estimating erosion rates when bed shear stress exceeds critical shear stress is proposed. For application, the designer must determine the critical shear stress of the soil (from the previous relation), the unconfined compressive strength, and the PI. The guidance may be used for engineering design within limits based on the range of values in the current data set and to a lesser extent the range from Illinois field data on which parts of the methodology were validated. A Texas data set on which additional validation was attempted represents a distinct data set. The recommendations apply to fine grained cohesive soils within a range of plasticity and liquid limit (LL) characteristics. The PI should be within the range of 4 to 25 percent and the LL between 15 and 50 percent. The fraction of fines should fall between 10 and 90 percent. These methods best apply to soils with at least 90 percent saturation but can be used with lower degrees of saturation. KW - Channel flow KW - Cohesive soils KW - Compressive strength KW - Estimating KW - Plasticity index KW - Scour KW - Shear stress KW - Slaking UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/15033/15033.pdf UR - https://trid.trb.org/view/1357479 ER - TY - RPRT AN - 01567435 AU - Ryu, Seungkyu AU - Su, Jacqueline AU - Chen, Anthony AU - Utah State University, Logan AU - Upper Great Plains Transportation Institute AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - A Bicycle Network Analysis Tool for Planning Applications in Small Communities PY - 2015/05 SP - 39p AB - This research presents network analysis tools for estimating bicycle demand and bicycle volumes on a transportation network. There are three main procedures used in the development of the network analysis tools: an initial bicycle origin-destination (O-D) demand generation procedure, a bicycle traffic assignment procedure, and a bicycle O-D matrix adjustment procedure. The initial bicycle O-D generation procedure adopts a doubly constrained gravity model to estimate an initial bicycle O-D matrix. Then, a two-stage bicycle traffic assignment model allocates the initial bicycle O-D matrix to the bicycle network to obtain the bicycle traffic flow pattern. Lastly, the initial bicycle O-D matrix goes through a readjustment process with a path flow estimator so that the final bicycle O-D matrix can reproduce better matches with the observed bicycle counts when performing the bicycle traffic assignment procedure. The paper concludes with a case study using the Utah State University (USU) campus to demonstrate the applicability and feasibility of the network analysis tools developed in this research. KW - Bicycle travel KW - Case studies KW - Network analysis (Planning) KW - Origin and destination KW - Traffic assignment KW - Traffic flow KW - Traffic volume KW - Travel demand KW - Utah UR - http://www.ugpti.org/resources/reports/downloads/mpc15-285.pdf UR - https://trid.trb.org/view/1356981 ER - TY - RPRT AN - 01567424 AU - Williamson, Michael AU - Kersh, Erin AU - Fayez, Sam AU - Zavagnini, Fabio AU - Hallenbeck, Mark AU - Cambridge Systematics, Incorporated AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - South Florida Freight Advanced Traveler Information System: Architecture and Implementation As Built Documentation Report PY - 2015/05//Final Report SP - 36p AB - The primary purpose of the As Built Documentation is to provide a description of any modifications made to the original architecture along with justification as to why the architecture was changed. In addition, this documentation provides the following: software and hardware included in the South Florida Freight Advanced Traveler Information System (FRATIS) system (including versions, models); system usage (how was the system used); level of effort required to develop the system (staff hour estimates for design, development, etc.); system cost information (upfront costs and recurring costs); and scalability of the system (how can the system be expanded). KW - Advanced traveler information systems KW - Costs KW - Freight transportation KW - Implementation KW - Software KW - South Florida KW - System architecture UR - http://ntl.bts.gov/lib/55000/55100/55114/sf_asblt.pdf UR - https://trid.trb.org/view/1358317 ER - TY - RPRT AN - 01567418 AU - Dougald, Lance E AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Evaluation of a Rectangular Rapid Flashing Beacon System at the Belmont Ridge Road and W&OD Trail Mid-Block Crosswalk PY - 2015/05//Final Report SP - 68p AB - On April 8, 2013, the Virginia Department of Transportation (VDOT) installed a Rectangular Rapid Flashing Beacon (RRFB) system at Belmont Ridge Road in Loudoun County that included two units at the Washington and Old Dominion (W&OD) Trail crossing in addition to advance warning units for the northbound and southbound travel directions. Recent studies have shown that the devices elicit a greater response from motorists and significantly increase driver yielding behavior at crosswalks when supplementing standard pedestrian crossing warning signs and markings. In July 2008, the Federal Highway Administration gave interim approval for optional use of RRFBs in limited circumstances. The interim approval allows for use as a warning beacon to supplement standard pedestrian warning signs and markings at a pedestrian or school crossing; where the crosswalk approach is not controlled by a yield sign, stop sign, or traffic-control signal; or at a crosswalk at a roundabout. The purpose of this study was to evaluate the utility, effectiveness, and safety of the RRFB system at the intersection of the W&OD Trail and Belmont Ridge Road over a 1-year period. Of particular interest was (1) the percentage of trail users that pressed the push button to activate the RRFBs and whether this varied by mode (pedestrians vs. bicyclists); (2) motorist behavior when the RRFB system was activated versus not activated; and (3) trail user impressions of the system relating to perceptions of safety. Motorist and trail user data and interactions were collected in three separate video data collection efforts: 3 weeks, 5 months, and 1 year after the RRFB system installation. In addition, individual vehicle speed data were collected with a LIDAR gun, and on-site and online surveys were administered to obtain trail user opinions. The results of the study indicated that the RRFB systems had a positive effect on motorist awareness. This was evidenced by the increased yield rates when the system was activated versus not activated; speed reductions when the system was activated; and trail user perspectives on increased opportunities to cross and increased safety at the crossing location. Additional conclusions were that the RRFB system is perceived by trail users as an enhancement to safety at the Belmont Ridge Road crossing; trail user perceptions of RRFB system benefits grow over time; there is a correlation between trail user activations and the presence of traffic; and trail users remain confused as to who has the right of way at the crossing location. The study recommends the following: (1) VDOT’s Operations Regions should continue to pursue opportunities to install and evaluate RRFB systems; (2) VDOT’s Traffic Engineering Division should develop more specific guidance for RRFB system installations; and (3) the Virginia Center for Transportation Innovation and Research should conduct a crash analysis at Belmont Ridge Road 3 years after installation of the RRFB system. KW - Behavior KW - Crosswalks KW - Cyclists KW - Drivers KW - Evaluation KW - Flashing beacons KW - Highway safety KW - Loudoun County (Virginia) KW - Midblock crossings KW - Pedestrian safety KW - Pedestrians KW - Surveys KW - Traffic speed UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r22.pdf UR - http://ntl.bts.gov/lib/55000/55000/55092/15-r22.pdf UR - https://trid.trb.org/view/1356039 ER - TY - RPRT AN - 01567415 AU - Kost, Andrew AU - Filz, George M AU - Cousins, Thomas E AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Differential Settlement of a Geosynthetic Reinforced Soil Abutment: Full-Scale Investigation PY - 2015/05//Final Report SP - 142p AB - The Geosynthetic Reinforced Soil Integrated Bridge System (GRS-IBS) uses alternating layers of closely spaced geosynthetic reinforcement and well-compacted granular fill to support the bridge superstructure and form an integrated roadway approach. This system offers simple and rapid construction, lower costs than traditional alternatives, and reduction or elimination of the bump at the end of the bridge. However, like all shallow foundations, GRS-IBS can be vulnerable to differential settlements beneath the foundation. This report describes research into the behavior of GRS abutments subjected to differential settlements, which may be due to compressible soils beneath the foundation or to scour undermining. A field-scale model was constructed and subjected to carefully controlled differential settlements, and a comprehensive instrumentation program monitored the response of the abutment. The robust response of the abutment under the large differential settlements imposed in these tests indicated that GRS abutments will perform well under the smaller levels of differential settlement that would be expected in field applications. However, if large enough differential settlements occur such that the facing blocks separate, then hydraulic forces could pose a significant hazard to the abutment if the reinforced fill is not adequately protected. Three measures to reduce the vulnerability of the reinforced fill are presented, and a predictive equation was developed to estimate the settlement of the abutment’s facing blocks in response to differential foundation settlement. The predictive equation is specific to the conditions of the field-scale test. The authors recommend that the Virginia Department of Transportation’s Structure and Bridge Division consider GRS-IBS as a viable bridge technology. For crossings over water, the authors agree with the recommendation of Adams et al. (2011) that GRS-IBS should be considered only if scour concerns can be adequately addressed. In addition, the authors suggest that GRSIBS designers consider additional measures to protect the reinforced fill in the event of unanticipated settlements. KW - Bridge abutments KW - Differential settlement KW - Geosynthetics KW - Scale models KW - Soils UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r3.pdf UR - http://ntl.bts.gov/lib/55000/55000/55089/15-r3.pdf UR - https://trid.trb.org/view/1356032 ER - TY - SER AN - 01567407 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Slattery, Dianne K AU - Slattery, Kerry T AU - Missouri State University, Springfield AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Enhancements to Highway Construction Scheduling Expert System PY - 2015/05 IS - 15-011 SP - 88p AB - This research was performed to enhance the software tool (Illinois Construction Scheduling Expert System, ICSES) developed in Phase I of this project (ICT project R27-86) by mining data collected on Illinois Department of Transportation (IDOT) construction projects and differentiating production rates based on project type and size, and training for IDOT engineers on effective use of the expert system tool. The researchers obtained Illinois COnstruction Record System (ICORS) data from each district and assembled a statewide database of more than 4,000 projects completed from 2003-2014. Rich production rate data was extracted from the ICORS files by analyzing the resident engineers’ daily diaries and other historical records and processing this data for use in the ICSES software. The results of the data analysis give the scheduler templates of a variety of highway construction projects with the controlling items associated with those projects and the order in which the activities typically occur. The ICSES software was updated based on the results of the analysis of the ICORS data. Templates were modified and/or added in the existing Excel-based database. Production rates currently given in the Construction Daily Production Rate table (Bureau of Design and Environment Manual, Table 66-2.B) were updated based on analyses of data generated by the research. Users of ICSES are given information to assist in development of a schedule and engineers’ estimate of time based on project parameters. KW - Construction projects KW - Construction scheduling KW - Data analysis KW - Databases KW - Expert systems KW - Illinois Department of Transportation KW - Road construction KW - Software UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3482 UR - https://trid.trb.org/view/1356037 ER - TY - SER AN - 01567397 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis AU - Chen, Yuan Yan TI - Seat Belt Use in 2014—Use Rates in the States and Territories PY - 2015/05 SP - 2p AB - In 2014, seat belt use rates in the United States ranged from a low of 68.9 percent in South Dakota to a high of 97.8 percent in Oregon. Nineteen States, the District of Columbia and the U.S. territories of Guam and Northern Mariana Islands achieved belt use rates of 90 percent or higher. These results are from probability-based observational surveys conducted by 50 States, the District of Columbia, and U.S. Territories. Seat belt use rates in the States, the District of Columbia, Puerto Rico, other U.S. Territories, and nationwide from 2007 to 2014 are listed in this report. KW - Seat belt use KW - States KW - Trend (Statistics) KW - United States KW - United States Territories UR - http://www-nrd.nhtsa.dot.gov/Pubs/812149.pdf UR - https://trid.trb.org/view/1357652 ER - TY - RPRT AN - 01567385 AU - Elseifi, Mostafa AU - Dhaka, Nirmal AU - Louisiana State University, Baton Rouge AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Mitigation Strategies of Reflection Cracking of Pavement PY - 2015/05//Final Report SP - 131p AB - Reflection cracking is a serious challenge associated with pavement rehabilitation. Practical experience shows that reflection cracking propagates at a rate of 1 in. per year. The primary objective of this synthesis study is to conduct an in-depth literature review of research projects on reflection cracking and a survey of the practices of highway agencies with regard to the types of cracking mitigation strategy used. Based on the results of the literature review and the survey questionnaire, a summarized assessment is presented for each reviewed treatment method. Further, a number of treatment methods were identified for further evaluation. For existing hot mix asphalt (HMA) pavements, crack sealing and overlay, chip seal and open-graded interlayers, full-depth reclamation, and cold-in place recycling are the most promising treatment methods. For existing Portland cement concrete (PCC) pavements, saw and seal, chip seal and open-graded interlayer systems, and rubblization are the most promising treatment methods. Based on the results of this study, the research team recommends that a follow-up study be conducted in order to evaluate the cost-effectiveness of the most promising treatment methods and to develop guidelines for the control of reflection cracking. The developed crack control guidelines will present recommended treatment methods for different classes of rehabilitated pavements in order to achieve adequate control of reflection cracking in a cost effective manner. KW - Hot mix asphalt KW - Literature reviews KW - Maintenance practices KW - Pavement maintenance KW - Portland cement concrete KW - Reflection cracking KW - Surveys KW - Transportation departments UR - http://www.ltrc.lsu.edu/pdf/2015/FR_541.pdf UR - https://trid.trb.org/view/1356189 ER - TY - RPRT AN - 01567348 AU - Hard, Edwin AU - Bhat, Chandra AU - Chigoy, Byron AU - Green, Lisa AU - Dubey, Subodh AU - Pearson, David AU - Sperry, Benjamin R AU - Loftus-Otway, Lisa AU - Moore, Parker C AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improved Trip Generation Data for Texas Using Work Place and Special Generator Survey Data PY - 2015/05//Technical Report SP - 190p AB - Travel estimates from models and manuals developed from trip attraction rates having high variances due to few survey observations can reduce confidence and accuracy in estimates. This project compiled and analyzed data from more than a decade of work place and special generator travel surveys in Texas to develop (1) a generic set of trip attraction rates for different metropolitan planning organization (MPO) size categories in Texas, and (2) a Texas trip generation manual similar to the national Institute of Transportation Engineers’ (ITE’s) Trip Generation Manual, but based on local Texas data. The study results revealed that the Texas trip generation rates were generally lower than comparable rates in the ITE manual. The research team reviewed and assessed Texas Department of Transportation current work place survey methods and design. The researchers then made recommendations on changes that would enable ITE-type trip generation data to be collected, in addition to the data collected as part of this survey, to develop trip attraction rates for modeling. The study also used the master database of trip attraction data from Texas work place surveys to develop disaggregate trip attraction rates for modeling using numerous explanatory variables. Here, the data were grouped into 14 employment categories, and linear regression models were (1) developed for non-commercial and commercial trips, and (2) analyzed for various trip purposes and mode combinations. This analysis revealed the following significant indicators of attraction rates: parking availability, MPO area size, traffic analysis zone area type, employment density, and establishment type. These are factors that should be used in future studies. The disaggregate attraction rates could be used as a benchmark or reference for calibrating certain aspects of activity-based models. KW - Activity choices KW - Data collection KW - Employment KW - Institute of Transportation Engineers KW - Linear regression analysis KW - Metropolitan planning organizations KW - Surveys KW - Texas KW - Transportation modes KW - Travel surveys KW - Trip generation KW - Trip purpose KW - Workplaces UR - http://d2dtl5nnlpfr0r.cloudfront.net/tti.tamu.edu/documents/0-6760-1.pdf UR - https://trid.trb.org/view/1354911 ER - TY - SER AN - 01567329 JO - TechBrief PB - Federal Highway Administration AU - Fitzpatrick, Kay AU - Avelar, Raul AU - Robertson, James TI - Impacts of LED Brightness, Flash Pattern, and Location for Illuminated Pedestrian Traffic Control Device PY - 2015/05 SP - 12p AB - Illuminated traffic control devices, such as rectangular rapid-flashing beacons (RRFB), have been shown to increase the number of drivers yielding to crossing pedestrians. There is some concern that the brightness of flashes at or contained within signs at night may make it difficult for drivers to detect and observe the movements of pedestrians at the crossing. To prevent devices from being set at brightness levels that produce disability or discomfort glare, the profession needs to quantify the effect of illuminated traffic control devices on a driver’s ability to detect pedestrians in and around the crosswalk. This TechBrief describes the methodology and results from a closed-course study sponsored by the Federal Highway Administration (FHWA) that addressed brightness, flash patterns, and location of light-emitting diodes (LED). It examined driver detection of cutout pedestrian photographs in the presence of LEDs of various brightness levels and flash patterns, which are placed in different locations within the sign assembly. KW - Brightness KW - Crosswalks KW - Drivers KW - Flashing beacons KW - Light emitting diodes KW - Pedestrians KW - Traffic control devices UR - http://www.fhwa.dot.gov/publications/research/safety/15042/15042.pdf UR - https://trid.trb.org/view/1356581 ER - TY - RPRT AN - 01567321 AU - Boodlal, Leverson AU - Donnell, Eric T AU - Porter, Richard J AU - Garimella, Dileep AU - Le, Thanh AU - Croshaw, Kevin AU - Himes, Scott AU - Kulis, Philip AU - Wood, Jonathan AU - KLS Engineering AU - Pennsylvania State University, University Park AU - University of Utah, Salt Lake City AU - Federal Highway Administration TI - Factors Influencing Operating Speeds and Safety on Rural and Suburban Roads PY - 2015/05//Final Report SP - 380p AB - The objective of this project was to develop a technical report that describes treatments that result in driver self-selection of appropriate operational speeds on curve and tangent sections. The study was conducted in two phases. The first phase included a review of literature on design features and current practices associated with safer operating speeds and identification of treatments for field evaluations. The second phase involved evaluating treatments to determine their effectiveness in reducing speeds on two-lane horizontal curves in rural and suburban areas. High-friction surface treatment was evaluated at four treatment sites and three control sites in West Virginia. The speed and encroachment analyses found no consistent differences between the before and after time periods. The friction analysis, however, clearly demonstrated that the friction supply increased. Optical speed bars (OSB) were implemented and evaluated at seven sites in Massachusetts, four sites in Arizona, and eight sites in Alabama. Two different designs were tested as part of this research, and the results yielded inconsistent speed reductions at all the test sites. Based on the results, it can be concluded that the OSB designs used in this research were unsuccessful in reducing vehicle speeds. The safety effects of lane-width–shoulder-width combinations on rural two-lane, two-way road segments in Minnesota and Illinois were also estimated as part of this study. Parameters for lane width indicators showed that, with shoulder width ignored, the expected number of total (i.e., all types and severities) crashes increases as lane width decreases, but it is difficult to distinguish the performance of an 11-ft lane width from that of a 12-ft lane width. The main effect of shoulder width was a decrease in the expected number of crashes as shoulder width increased. In addition, the interaction of the lane width indicator and shoulder width showed that shoulder width has the greatest effect on safety when the lane width equals 10 ft. Shoulder width also has a greater effect on safety when the lane width is 11 ft than when the lane width is 12 ft. KW - Alabama KW - Arizona KW - Evaluation KW - Friction course KW - Highway curves KW - Highway safety KW - Illinois KW - Literature reviews KW - Massachusetts KW - Minnesota KW - Operating speed KW - Optical speed bars KW - Road shoulders KW - Rural highways KW - Speed control KW - Traffic lanes KW - Two lane highways KW - West Virginia KW - Width UR - http://www.fhwa.dot.gov/publications/research/safety/15030/15030.pdf UR - https://trid.trb.org/view/1356043 ER - TY - RPRT AN - 01567297 AU - Jin, Peter J AU - Fagnant, Dan AU - Hall, Andrea AU - Walton, C Michael AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Emerging Transportation Technologies White Papers PY - 2015/05 SP - 48p AB - This document consists of three papers - Volume 1: Autonomous Vehicle Technologies, Volume 2: Connected Vehicle Technologies, and Volume 3: Cloud Computing and Crowdsourcing. Each paper includes an overview of the technology, applications, state of research, state of practice, deployment issues and challenges, and implementation strategies. KW - Cloud computing KW - Crowdsourcing KW - Implementation KW - Intelligent vehicles KW - Mobile communication systems KW - State of the practice KW - Technological innovations KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6803-P2.pdf UR - https://trid.trb.org/view/1354418 ER - TY - RPRT AN - 01567287 AU - Collins, William AU - Evans, Larry AU - Hughes, Rick AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Driver Brake and Accelerator Controls and Pedal Misapplication Rates in North Carolina PY - 2015/05//Final Report SP - 52p AB - After a 2010 study of the phenomenon of unintended acceleration (UA), the National Highway Traffic Safety Administration (NHTSA) found that pedal misapplication could be a cause of many UA claims, specifically when drivers intend to apply the brake but instead apply the accelerator. Consequently, NHTSA determined that it would be worthwhile to study elements of vehicle pedal design and location to see if they might contribute to the propensity for pedal misapplication. Previous research efforts into UA hypothesized that certain design criteria such as lateral separation, the horizontal gap between the brake and accelerator pedal, and the distance between the surface planes of the brake and accelerator may contribute to driver error. As an exploratory effort, NHTSA conducted a quantifiable study of the relative locations of pedals in a limited set of passenger cars at its Vehicle Research and Test Center (VRTC) to determine whether elements of vehicle pedal design and location contribute to the propensity for pedal misapplication. Vehicles from populations of low and high rates of pedal misapplication were selected and dimensional variables as defined by an industry standard were measured. Since it was the only source of such comprehensive information, make and model information for pedal misapplication events were taken from the North Carolina State Crash Database. A NHTSA software program was used to define vehicle groups that were substantially similar based on factors such as brand, model, and vehicle wheelbase. North Carolina vehicle registration records were used to limit the vehicles studied to passenger vehicle groups with over 100,000 model-years of exposure in the State with high misapplication rate (HMR) and low misapplication rate (LMR). Ten HMR models and 10 LMR models were selected for study. In addition, 12 models were selected for special interest, including vehicles with the highest exposure that did not fall in either of the previous groups, vehicles similar to HMR or LMR models with significantly different rates, and a vehicle that was the subject of a previous investigation into pedal misapplication. Three vehicles of each model were located and measured. A statistical correlation of the measurements was conducted and for the first stage of the study, only vehicle dimensions were considered. No single variable had a high correlation to the misapplication rate, though stepover and accelerator position were the most correlated. Standard stepwise regression procedures produced an R2 value of 0.476, indicating a general relationship. After exhausting pedal variable data, a second analysis was performed that added variables regarding driver characteristics including age, height, and gender. This improved the model significantly and produced an overall R2 of 0.94. The addition of this data also inverted the correlation with stepover by indicating that higher stepover may specifically be related to higher pedal misapplication rates for older drivers, though this does not suggest that low stepover is not an issue for drivers in general. The results of the study indicate that adding driver characteristics with pedal dimensions affects the predicted rate and that optimal pedal dimensions for one demographic may not be optimal for another. KW - Acceleration (Mechanics) KW - Brake pedals KW - Crash data KW - Demographics KW - Driver errors KW - Drivers KW - North Carolina KW - Passenger vehicles KW - Pedals KW - Regression analysis KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/NRDV13-001318 - Final Report - May 2015.pdf UR - https://trid.trb.org/view/1356904 ER - TY - RPRT AN - 01567286 AU - Hossain, M Shabbir AU - Ozyildirim, Celik AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Use of Roller-Compacted Concrete Pavement in Stafford, Virginia PY - 2015/05//Final Report SP - 63p AB - Roller-compacted concrete (RCC) is a relatively stiffer hydraulic cement concrete mixture than regular concrete when fresh. Similar to regular concrete, RCC is a mixture of aggregate, cementitious materials, and water, but it is placed using asphalt pavers and compacted by vibratory rollers, and it hardens into concrete. RCC contains a low amount of water, exhibits no slump, and requires asphalt paving equipment for placement rather than expensive slip-form paving equipment. It does not contain reinforcement, tie-bars, or dowels. RCC can be placed and opened to traffic in a short period of time. All of these factors combined make it a relatively low-cost material for roadways compared to asphalt or conventional concrete pavements. However, RCC may lack the smoothness required for high-speed roadways and can undergo raveling and/or cracking; an asphalt overlay may remedy the smoothness and raveling issues. Although cracks might occur in the RCC and potentially reflect through the asphalt layer, such cracks should stay tight because of the low shrinkage of RCC. A composite pavement with RCC and an asphalt overlay has the potential to be a cost-effective long-lasting pavement system. The purpose of this study was to document the construction procedures and provide lessons learned for a RCC project recently completed by the Virginia Department of Transportation that covered about 134,000 ft2, equivalent to 2 lane-miles, at the Park & Ride lot in Stafford County, Virginia. About one-third of the RCC was used to rehabilitate the existing Staffordboro Boulevard (Route 684). The mixture used had 15% fly ash to provide improved durability and sustainability. Batches of the RCC mixture fluctuated in moisture content, and delays in placement sometimes occurred that also resulted in wet and dry mixtures. The compaction, surface smoothness, and road profile were affected by the fluctuations in moisture content. RCC cylinders prepared using a vibratory hammer usually exceeded compressive strengths of 1,600 psi and 4,000 psi at 12 hours and 28 days, respectively. Only a few early cracks were observed in the pavement. Opening to traffic at an early age for a section, i.e., within 5 to 6 hours of placement, did not result in any visual damage to the pavement; most sections were opened in less than 48 hours. RCC overlaid with 2 in of asphalt is performing well after two winters and 18 months of traffic for one section and after one winter and 8 months of traffic for the rest. Based on the observations in this study, for successful construction of RCC, proper compaction and mixing equipment are essential. Achieving the proper level of compaction in the field is key to attaining quality RCC. To avoid early cracks, joints need to be cut deeper than one-fourth depth of the pavement and continuous curing is essential. A continuous paving operation is needed to avoid unplanned and poor-performing cold joints. The Virginia Department of Transportation should consider RCC in future field trials, particularly for applications where fast construction of rigid (concrete) or composite pavement is needed. KW - Bituminous overlays KW - Composite pavements KW - Cracking KW - Durability KW - Fly ash KW - Moisture content KW - Paving KW - Roller compacted concrete pavements KW - Smoothness KW - Stafford (Virginia) KW - Vibratory compaction UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r19.pdf UR - http://ntl.bts.gov/lib/55000/55000/55091/15-r19.pdf UR - https://trid.trb.org/view/1356038 ER - TY - SER AN - 01567285 JO - Research Results PB - Federal Railroad Administration TI - FRA Funded Grade Crossing Safety & Trespass Prevention Research (June 2007 – Present) PY - 2015/05 IS - 15-16 SP - 16p AB - The Federal Railroad Administration's (FRA’s) Office of Research & Development and Office of Railroad Safety have been actively supporting highway-rail grade crossing safety and trespass prevention research to improve safety. This document includes a list of technical reports and research results from FRA-funded projects on these topics since 2007. The research work has focused on both the benefits of new technology and improved understanding and altering of human behavior at highway-rail grade crossings and railroad right-of-way. KW - Behavior KW - Highway safety KW - Railroad grade crossings KW - Railroad safety KW - Research KW - Technological innovations KW - Trespassers UR - http://www.fra.dot.gov/Elib/Document/14552 UR - https://trid.trb.org/view/1356585 ER - TY - RPRT AN - 01567270 AU - Walsh, Ken AU - Mitchell, Gayle AU - Richardson, Wallace AU - Ohio University, Athens AU - Western Transportation Institute AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Optimization of Salt Storage for County Garage Facilities PY - 2015/05//Final Report SP - 112p AB - The Ohio Department of Transportation (ODOT) has identified two issues with salt storage at county garage facilities within Ohio: 1) an inability to maximize salt storage in dome structures and 2) an inability to maintain accurate salt inventory using visual estimates. To realize greater efficiency at salt dome facilities, research was performed to identify the state of the practice in salt storage, and evaluate modifications to ODOTs existing salt storage practices. At the conclusion of the first phase of the research, a diesel conveyor with 6-ton hopper was selected as the best option for maximizing salt storage in dome structures, while an acoustic scanning system was selected as the best option for improving salt inventory. During the second phase of the research, the diesel conveyor with 6-ton hopper and acoustic scanner system were evaluated through field trials over a four month period. The diesel conveyor was evaluated through comparison with a PTO conveyor configured in four different loading setups. The results indicate that the diesel conveyor outperformed the PTO conveyor setups when loading rate, cost, and the availability of garage resources are considered. In order to evaluate the acoustic scanner system, groundbased laser scanning was performed and the resulting volumes were compared. In addition, the daily volume of salt in the dome based on ODOT records was compared with the scanner volumes over the duration of the data collection period. It was concluded that the acoustic scanner system should be used in combination with another inventory method, such as visual estimates, for daily salt inventory. Based on the results of the research, ODOT will benefit by having tangible solutions that once implemented, can increase efficiency and safety at salt dome facilities, ultimately saving ODOT time and money. KW - Conveyors KW - Deicing chemicals KW - Field tests KW - Handling and storage KW - Inventory control KW - Ohio Department of Transportation KW - Optimization KW - Salts KW - State of the practice KW - Storage facilities UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12503 UR - https://trid.trb.org/view/1356188 ER - TY - RPRT AN - 01567264 AU - Middleton, Scott AU - Research and Innovative Technology Administration AU - Federal Transit Administration AU - Federal Highway Administration TI - Cross-Modal Project Prioritization: A TPCB Peer Exchange PY - 2015/05//Final Report SP - 36p AB - This report highlights key recommendations and best practices identified at the peer exchange on Cross-Modal Project Prioritization, held on December 16 and 17, 2014, in Raleigh, North Carolina. This event was sponsored by the Transportation Planning Capacity Building (TPCB) Peer Program, which is jointly funded by the Federal Highway Administration (FHWA) and Federal Transit Administration (FTA). As the host agency, North Carolina Department of Transportation (NCDOT) requested this peer assistance in response to the Strategic Transportation Investment (STI) Law (House Bill 817) enacted by the North Carolina General Assembly in 2012. The legislation requires that capital expenditures across all modes of transportation compete for State transportation funding. In implementing this legislation, NCDOT’s challenge is to develop an unbiased mechanism for comparing projects from different modes using quantitative data and a common set of criteria. In hosting the peer exchange, NCDOT’s goal was to gain knowledge of national best practices that could be incorporated into NCDOT’s Strategic Prioritization Process. KW - Best practices KW - Capital expenditures KW - Construction projects KW - Legislation KW - North Carolina Department of Transportation KW - Peer exchange KW - Strategic planning KW - Transportation modes KW - Transportation planning UR - http://www.planning.dot.gov/Peer/NorthCarolina/NCDOT_cross-modal_12-16-14.pdf UR - http://ntl.bts.gov/lib/55000/55000/55082/NCDOT_cross-modal_12-16-14.pdf UR - https://trid.trb.org/view/1356185 ER - TY - RPRT AN - 01566730 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2013 Data: Occupant Protection PY - 2015/05 SP - 7p AB - The national seat belt use rate in 2013 was 87 percent, up slightly from 86 percent in 2012. This is a substantial increase from 58 percent in 1994. This information comes from the National Occupant Protection Use Survey (NOPUS), which is the only survey that provides nationwide probability-based observed data on seat belt use in the United States (DOT HS 812 080, January 2015). In 2013, 21,132 occupants died in motor vehicle traffic crashes. Of the 21,132 passenger vehicle occupants killed, 9,777 were known to be restrained. Restraint use was not known for 1,775 of the occupants. Looking at only occupants where the restraint status was known, 49 percent were unrestrained at the time of the crash. The proportion of unrestrained passenger vehicle occupants killed in motor vehicle traffic crashes decreased from 2004 to 2013. Among passenger vehicle occupants killed, when restraint use was known, the percentage of unrestrained deaths decreased by 6 percentage points from 55 percent in 2004 to 49 percent in 2013. Additional data are provided in this report on the following topics: occupant demographics, passenger vehicle types, benefits of restraint use, state belt use, and restraint use laws. KW - Demographics KW - Fatalities KW - National Occupant Protection Use Survey (NOPUS) KW - Occupant protection devices KW - Seat belt use KW - State laws KW - Traffic crashes KW - Trend (Statistics) KW - United States KW - Vehicle classification UR - http://www-nrd.nhtsa.dot.gov/Pubs/812153.pdf UR - https://trid.trb.org/view/1356587 ER - TY - RPRT AN - 01565357 AU - Hellman, Adrian AU - Lopez-Bernal, Gabriel AU - TranSystems Corporation AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Highway-Rail Intersection Crash Taxonomy for Connected Vehicle Safety Research PY - 2015/05//Final Report SP - 60p AB - This report characterizes the frequency, severity, and costs of highway-rail intersection (HRI) collisions, and the estimated potential reductions in these metrics resulting from the implementation of Connected Vehicle HRI safety applications. Multiple data sources were accessed with a focus on United States Department of Transportation (US DOT) online databases, which included the Federal Railroad Administration (FRA) Office of Safety Analysis, the National Highway Traffic Safety Administration (NHTSA) National Automotive Sampling System (NASS) and the Federal Transit Administration (FTA) National Transit Database (NTD). FRA data from the 2008-2012 study period showed that annual combined rail infrastructure and equipment costs due to HRI accidents were between $20 million and $35 million. An alternative method developed by the US DOT National Highway Traffic Safety Administration (NHSTA) provides for the economic losses associated with medical and legal costs, lost productivity, and travel delay. Using this alternative method, the annual costs to society were estimated at $650 million. KW - Costs KW - Crash data KW - Externalities KW - Highway safety KW - Mobile communication systems KW - National Automotive Sampling System KW - National Transit Database KW - Railroad crashes KW - Railroad grade crossings KW - Railroad safety KW - U.S. Federal Railroad Administration KW - U.S. National Highway Traffic Safety Administration UR - http://www.fra.dot.gov/Elib/Document/14543 UR - http://ntl.bts.gov/lib/55000/55000/55079/Crash_Taxonomy_Report_final.pdf UR - https://trid.trb.org/view/1355561 ER - TY - RPRT AN - 01565337 AU - University of North Carolina, Chapel Hill AU - Sam Schwartz Engineering AU - Kittelson & Associates AU - Federal Highway Administration TI - Separated Bike Lane Planning and Design Guide PY - 2015/05 SP - 148p AB - This Separated Bike Lane Planning and Design Guide outlines planning considerations for separated bike lanes (also sometimes called “cycle tracks” or “protected bike lanes”) and provides a menu of design options covering typical one and two-way scenarios. It highlights different options for providing separation, while also documenting midblock design considerations for driveways, transit stops, accessible parking, and loading zones. It provides detailed intersection design information covering topics such as turning movement operations, signalization, signage, and on-road markings. Case studies highlight best practices and lessons learned throughout the document. The Guide consolidates lessons learned from practitioners designing and implementing separated bike lanes throughout the U.S. It attempts to capture the current state of practice, while still recognizing that the understanding of this facility type is still evolving and that there is a need for design flexibility. To encourage continued development and refinement of techniques, the guide identifies specific data elements to collect before and after implementation to enable future analysis across facilities in different communities. It identifies potential future research, highlights the importance of ongoing peer exchange and capacity building, and emphasizes the need to create holistic ways to evaluate the performance of a separated bike lane. KW - Best practices KW - Bikeways KW - Case studies KW - Design KW - Intersections KW - State of the practice KW - Transportation planning KW - United States UR - http://www.fhwa.dot.gov/environment/bicycle_pedestrian/publications/separated_bikelane_pdg/separatedbikelane_pdg.pdf UR - https://trid.trb.org/view/1355620 ER - TY - RPRT AN - 01565333 AU - Casanova-Powell, Tara AU - Hedlund, James AU - Leaf, William AU - Tison, Julie AU - Preusser Research Group AU - Governors Highway Safety Association AU - National Highway Traffic Safety Administration AU - Centers for Disease Control and Prevention TI - Evaluation of State Ignition Interlock Programs: Interlock Use Analyses From 28 States, 2006-2011 PY - 2015/05//Final Report SP - 144p AB - In 2010, the Centers for Disease Control and Prevention (CDC) and the National Highway Traffic Safety Administration (NHTSA) began collaborating on a project to evaluate ignition interlock programs in selected States. The purpose of the evaluation was to provide information and best practices to States for ignition interlock programs. The project was managed by the Governor’s Highway Safety Association and conducted by the Preusser Research Group. Research was conducted to determine the following: (1) How States can increase interlock use among driving while intoxicated (DWI) offenders who are required or eligible to install one. (2) Which changes in ignition interlock programs led to increases in ignition interlock use. (3) Identify the key features of ignition interlock programs. (4) Which key program features were related to higher ignition interlock use rates. KW - Alcohol ignition interlock devices KW - Best practices KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812145-EvalStateIgnitionInterlockProg.pdf UR - https://trid.trb.org/view/1355556 ER - TY - RPRT AN - 01565332 AU - Mellor, Matt AU - McCormack, Richard AU - Stuart, Cameron AU - HiDef/Createc AU - Federal Railroad Administration TI - Track and Track-Side Video Survey Technology Development PY - 2015/05//Final Report SP - 66p AB - Researchers at HiDef/Createc have completed prototype development and testing of a novel track video surveying technology called Track and Track-Side Video Survey (TTVS). TTVS is designed to capture clear video images of the track and track side areas from a moving platform at speed. This video data can be used to augment manual visual surveys and to add contextual value to existing data sets. The system has a user-friendly interface that allows for efficient data display and manipulation. Researchers completed trials of the prototype TTVS system on railroads in Maryland and Florida and demonstrated the system’s ability to gather detailed imagery of the track and track-side at a resolution of 1 mm. Clear images were obtained at speeds up to 28 mph under a variety of weather conditions. Researchers also demonstrated the linking of external data to the video using geo-referencing techniques and used a novel algorithm to geo-track images within the field of view. With additional development, the TTVS system can be employed in various track inspection and documentation tasks. Recommendations for future development include improving video resolution at higher speeds, dynamic linking of external data, and creating algorithms to make measurements directly from the video images. KW - Algorithms KW - Florida KW - Image processing KW - Imaging systems KW - Maryland KW - Prototype tests KW - Railroad tracks KW - Railroads KW - Video UR - http://www.fra.dot.gov/Elib/Document/14547 UR - https://trid.trb.org/view/1355560 ER - TY - RPRT AN - 01564440 AU - DiPilato, Michael L AU - Vitagliano, Lauren AU - SRA International, Incorporated AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Overview of the Taxiway Centerline Deviation Study at Airplane Design Group III Airports PY - 2015/05//Final Report SP - 46p AB - In 1999, a research team from the Federal Aviation Administration (FAA) Airport Technology Research and Development (R&D) Branch initiated the Taxiway Centerline Deviation Study. The purpose of this study was to determine whether airplane design group (ADG) VI aircraft, with wingspans of 214 to >262 ft (such as the New Large Aircraft (NLA) Airbus A380 and Boeing B747-XX) could safely operate at civil airports with ADG V 75-ft-wide straight taxiway sections. Without this capability, airports could incur expensive and lengthy improvements to taxilanes, taxiways, and runways to accommodate ADG VI aircraft. It is expected that the results from the overall study will suggest that centerline separation standards between parallel taxiways or taxiways to fixed/movable objects can be reduced. This would allow larger aircraft to operate without imposed operational limitations, such as reduced speeds on smaller taxiways and centerline separations without a modification to standards or prior permission, which may increase airport capacity. In Phase I, conducted between 1999 and 2000, the research team determined how accurately a Boeing 747, which is an ADG V aircraft with wingspans of 171 to <214 ft and which closely resembled ADG VI aircraft, tracked the centerline of their corresponding ADG V taxiway. The study determined that ADG VI aircraft could safely operate on existing ADG V straight taxiway sections. Consequently, in 2003, the FAA published Engineering Brief (EB) 63, “Use of Non-Standard 75-Foot-Wide Straight Taxiway Sections for Airbus A380 Taxiing Operations.” EB 63 also determined that ADG VI aircraft could operate on 75-ft-wide straight taxiway sections. Based on the success of the original effort, it was decided to continue the Taxiway Centerline Deviation Study by collecting data at smaller ADG airports to focus on limited separations and object clearance standards. Phase II was conducted between 2008 and 2010 and collected ADG IV data from smaller ADG airports: Orlando International Airport (MCO), FL; West Palm Beach International Airport (PBI), FL; Manchester-Boston Regional Airport (MHT), NH; and Chicago O’Hare International Airport (ORD), IL. Phase III was conducted between 2009 and 2013 and collected data from four civil ADG III airports: West Palm Beach International Airport (PBI), FL; Salisbury-Ocean City Wicomico Regional Airport (SBY), MD; Key West International Airport (EYW), FL; and Westchester County Airport (HPN), NY. Each airport met the criteria for this study, including 50-ft-wide straight taxiway sections built to ADG III standards and service to a strong mix of ADG III aircraft with wingspans of 79 to <118 ft, which are similar to an Airbus A320 and Boeing 737. This document summarizes Phase III, which includes an overview of the taxiway deviation data collection system, the data collection and analysis process, an overview of the data collection systems installed at each ADG III airport, and recommendations to complete future data collection system installations. The data will be analyzed under a cooperative research and development agreement between the FAA Airport Technology R&D Branch and The Boeing Company. The analysis will determine the associated centerline wander risk for each evaluated ADG in relation to their standard taxiway width. This information will allow comparison of taxiing risk among the six ADGs. The results of the analysis will be disseminated as a supplement to this report at a later date. KW - Aircraft KW - Airport runways KW - Center lines KW - Data analysis KW - Data collection KW - Key West International Airport KW - Palm Beach International Airport KW - Salisbury-Ocean City Wicomico Regional Airport KW - Taxiways KW - Westchester County Airport UR - http://www.airtech.tc.faa.gov/Safety/Downloads/TC-15-18.pdf UR - https://trid.trb.org/view/1354942 ER - TY - RPRT AN - 01564437 AU - Gemar, Mason AU - Wafa, Zeina AU - Duthie, Jennifer AU - Bhat, Chandra AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - A Report on the Development of Guidelines for Applying Right-Turn Slip Lanes PY - 2015/05//Technical Report SP - 144p AB - This report serves as a summary of the research process regarding the application of right-turn slip lanes in the state of Texas. The work plan was divided into three phases: a review of available literature on the design and operation of right-turn slip lanes, focus group meetings to discuss the synthesis findings with Texas Department of Transportation (TxDOT) representatives, and production of design guidelines pertaining to right-turn slip lanes that accommodate mobility as well as pedestrian and bicyclist safety. The new construction guidance provided for urban and suburban roadways is inspired by the City of Ottawa’s “urban smart channel” design that incorporates a sharp angle of entry into the cross street (~70 degrees) and delineates a narrow turning path for passenger cars using pavement markings. This design promotes slower turn speeds and enhances visibility of the pedestrian crossing location. The sharp angle of entry reduces the head turning required of motorists to search for gaps in oncoming traffic and thus, improves driver comfort. The design includes a crosswalk located in the middle of the channelized roadway that is perpendicular to the turning roadway. The rural design guidance mainly centers on facilitating mobility through the slip lane, as regular pedestrian activity is not typical at rural intersections. Accordingly, the design promotes larger sweeping turns, the use of acceleration lanes, unpaved channelizing islands, and a flatter angle of entry into the cross street. The design guidelines also include a section on retrofitting treatments, targeting issues commonly found at right-turn slip lanes: absence of proper refuge for pedestrians, motorist noncompliance in yielding to crossing pedestrians, pedestrian noncompliance with the crosswalk location, high speeds in the channelized roadway, low visibility of crossing pedestrians, and excessive head turning to spot oncoming traffic. KW - Channelized intersections KW - Crosswalks KW - Focus groups KW - Guidelines KW - Highway design KW - Highway safety KW - Literature reviews KW - Pedestrian safety KW - Right turn lanes KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6810-1.pdf UR - http://ntl.bts.gov/lib/55000/55000/55086/0-6810-S.pdf UR - https://trid.trb.org/view/1354419 ER - TY - RPRT AN - 01563896 AU - Sundstrom, Greg AU - Colorado State Forest Service AU - Colorado Department of Transportation AU - Federal Highway Administration TI - Assessment and Placement of Living Snow Fences to Reduce Highway Maintenance Costs and Improve Safety (Living Snow Fences) Study No: 047-10 PY - 2015/05//Final Report SP - 103p AB - Living snow fences (LSFs) are designed plantings of trees and/or shrubs and native grasses along highways, roads and ditches that create a vegetative buffer that traps and controls blowing and drifting snow. These strategically placed fences have been shown to be cost effective in reducing highway maintenance associated with blowing and drifting snow conditions. The objective of the study is to equip Colorado Department of Transportation (CDOT) with the tools and knowledge to expand the use of living snow fences. These tools should provide a roadmap for local CDOT maintenance staff which includes: Identifying the best locations, Identifying land owners and securing their cooperation, Engaging resource agency support of the design and establishment, Insuring initial maintenance, Tracking these assets over time and documenting the benefits To initiate the study the Colorado State Forest Service (CSFS) conducted an informal survey of Colorado Natural Resources Conservation Districts, CDOT Maintenance supervisors, and CSFS field offices to inventory existing LSFs along Colorado state highways. The inventory identified approximately 177 existing LSFs along state highways. Training sessions designed to meet the study objectives were held for CDOT staff in each of five CDOT Regional Offices. A notebook entitled “Colorado Living Snow Fence Guidelines and Short Course” was prepared and provided to attendees at these sessions. The notebook contained a PowerPoint training presentation with notes along with all reference material used for the training. The training sessions were attended by 60 CDOT employees and 7 CSFS foresters. Three methods for CDOT to implement a LSF program at either a local or state wide basis were provided: Conduct a program entirely within CDOT; involve other partners in an interagency cooperative program; or for CDOT to provide funding for another agency to manage and implement a program with this being the preferred alternative due to expertise and landowner relationship needs. KW - Colorado KW - Colorado Department of Transportation KW - Education and training KW - Guidelines KW - Highway maintenance KW - Living snow fences KW - Snow and ice control KW - Vegetation KW - Winter maintenance UR - https://www.codot.gov/programs/research/pdfs/2015-research-reports/assessment-and-placement-of-living-snow-fences-to-reduce-highway-maintenance-costs-and-improve-safety/at_download/file UR - http://ntl.bts.gov/lib/55000/55200/55239/Living_Snow_Fences.pdf UR - https://trid.trb.org/view/1354399 ER - TY - RPRT AN - 01563893 AU - National Center for Statistics and Analysis TI - Traffic Safety Facts 2013 Data: Motorcycles PY - 2015/05 SP - 8p AB - In 2013, there were 4,668 motorcyclists killed in motor vehicle traffic crashes—a decrease of 6 percent from the 4,986 motorcyclists killed in 2012. There were an estimated 88,000 motorcyclists injured during 2013, a 5-percent decrease from 93,000 motorcyclist injured in 2012. In 2013, two-wheeled motorcycles accounted for 93 percent of all motorcycles in fatal crashes. In 2013, motorcyclists accounted for 14 percent of all traffic fatalities, 4 percent of all people injured, 18 percent of all occupants (driver and passenger) fatalities, and 4 percent of all occupants injured. Of the 4,668 motorcyclists killed in traffic crashes, 94 percent (4,399) were riders and 6 percent (269) were passengers. Additional statistics on motorcycles are contained in this fact sheet, which is presented in the following order: Overview; Registration; Crash Involvement; Speeding; Age; Engine Size; Licensing and Previous Driving Record; Alcohol; and Helmet Use. KW - Age KW - Blood alcohol levels KW - Crash injuries KW - Fatalities KW - Licensing KW - Motorcycle crashes KW - Motorcycle engine size KW - Motorcycle helmets KW - Motorcycles KW - Motorcyclists KW - Registration KW - Speeding KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812148.pdf UR - https://trid.trb.org/view/1354338 ER - TY - SER AN - 01563890 JO - Traffic Safety Facts PB - National Highway Traffic Safety Administration TI - Traffic Safety Facts 2013 Data: Bicyclists and other Cyclists PY - 2015/05 SP - 6p AB - In 2013, there were 743 pedalcyclists killed and an estimated 48,000 injured in motor vehicle traffic crashes. Pedalcyclist deaths accounted for 2 percent of all motor vehicle traffic fatalities and injured pedalcyclists made up 2 percent of the people injured in traffic crashes during the year. The number of pedalcyclists killed in 2013 is 1 percent higher than the 734 pedalcyclists killed in 2012. The increase in 2013 is the third straight increase in pedalcyclist fatalities, a 19-percent increase since 2010. Additional statistics are included in this fact sheet, which is presented in the following order: Overview; Environmental Characteristics; Age; Gender; Alcohol Involvement; Fatalities by State; and Important Safety Reminders. KW - Age KW - Blood alcohol levels KW - Crash injuries KW - Cyclists KW - Fatalities KW - Gender KW - Location KW - Periods of the day KW - States KW - Traffic crashes KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812151.pdf UR - https://trid.trb.org/view/1354336 ER - TY - SER AN - 01563678 JO - Research Results PB - Federal Railroad Administration TI - High-Speed Passenger Rail Tie-Ballast Interaction PY - 2015/05 IS - RR 15-13 SP - 5p AB - This Research Results Report presents evidence of poor tie support and increased applied loads that were used to determine the “root cause” of transient and permanent vertical displacements at two Amtrak bridge transitions. These results are from a Federal Railroad Administration (FRA) study on differential movement at high-speed track transitions. Data from instrumented high-speed passenger bridge transitions along Amtrak’s Northeast Corridor (NEC) near Chester, Pennsylvania show a relation between measured permanent vertical displacements of ballast and a gap between the bottom of the tie and top of the ballast. The existence of a gap at locations experiencing large permanent ballast displacements suggests that poor tie support amplifies the applied loads to the ballast which accelerates ballast and tie degradation. Therefore, the “root cause” of permanent vertical displacements at the instrumented high-speed passenger transition zone locations is concluded to be an increase of applied loads to the ballast and adjacent ties resulting from poor tie support at the instrumented tie. KW - Amtrak KW - Ballast (Railroads) KW - Chester (Pennsylvania) KW - High speed rail KW - Northeast Corridor KW - Railroad bridges KW - Railroad ties KW - Railroad tracks KW - Track transition regions KW - Vertical displacements UR - http://www.fra.dot.gov/Elib/Document/14527 UR - https://trid.trb.org/view/1354253 ER - TY - RPRT AN - 01563677 AU - Simmons, Erica AU - Colton, Paige AU - Epstein, Alexander AU - Rasmussen, Benjamin AU - Volpe National Transportation Systems Center AU - Bureau of Land Management TI - Potential Climate Change Impacts and the BLM Rio Puerco Field Office's Transportation System : A Technical Report PY - 2015/05//Final Report SP - 84p AB - This report provides information about potential climate change impacts in central New Mexico and their possible implications for the Bureau of Land Management (BLM) Rio Puerco Field Office (RPFO) transportation network. The report considers existing global and regional climate change projections and analyzes the results of locally downscaled climate change projections corresponding to different RPFO ecoregions; identifies BLM’s options for adapting the transportation system to climate change impacts, as well as how RPFO can incorporate climate change adaptation and resilience into its Travel and Transportation Management Plan (TTMP); and considers opportunities for greenhouse gas (GHG) emission reduction, or climate change mitigation, at Rio Puerco. KW - Adaptation planning (Climate change) KW - Bureau of Land Management KW - Climate change KW - Climate change mitigation KW - Ecoregions KW - Greenhouse gases KW - Rio Puerco (New Mexico) KW - Transportation planning UR - http://ntl.bts.gov/lib/54000/54700/54763/RioPuercoClimateChange.pdf UR - https://trid.trb.org/view/1352967 ER - TY - SER AN - 01563676 JO - Research Results PB - Federal Railroad Administration TI - Application of Alternative Criteria and Procedures to Passenger Railcars PY - 2015/05 IS - RR 15-12 SP - 4p AB - Occupied volume integrity (OVI) refers to a passenger railcar’s ability to preserve space for passengers and crew during an accident. The Federal Railroad Administration (FRA) Office of Research and Development (R&D) is sponsoring research investigating OVI. The results of a series of tests have been published in an FRA Report. This research forms the basis for establishing alternative OVI evaluation procedures. The alternative procedures permit an analysis to be validated with data from an elastic test. The validated analysis may then be used to extrapolate the behavior of the subject car under destructive load conditions, without conducting companion destructive testing. The previous tests used Budd Pioneer passenger cars that had been fitted with crash energy management (CEM) systems. The CEM systems on these cars altered the path of collision loads through the occupied volumes. For the test, evaluation loads were placed along the collision load path. The results of this previous program indicate an analysis that has been validated with elastic test data is capable of then extrapolating the carbody’s behavior under destructive loading conditions. The results of the destructive analysis were reasonably descriptive of the results of actual destructive tests that were performed on the carbodies. Currently, an FRA-sponsored research program is underway to expand upon the results of the previous program. This research program will subject a CEM-equipped Budd M1 passenger railcar to a program of testing and analysis as if an OVI waiver were being sought according to established procedures. The testing portion of this program includes an elastic test as well as a crippling test. The elastic test is intended to provide data to validate a model. The validated model will then be used to simulate loading of the car up to its crippling load. A second test loads the car to the point of crippling. The outcomes of this program will include documentation of the results of the 800-kip test and analysis, as well as discussion of the data necessary to achieve model validation. The results will include the information expected in an actual application for a waiver. KW - Crash energy management KW - Mathematical models KW - Occupied volume integrity KW - Passenger cars KW - Test procedures KW - Validation UR - http://www.fra.dot.gov/Elib/Document/14525 UR - https://trid.trb.org/view/1354254 ER - TY - SER AN - 01563643 JO - Research Results PB - Federal Railroad Administration TI - Investigation of Railroad Bridge Approach Problems along Heavy Haul Freight Lines PY - 2015/05 IS - RR 15-10 SP - 4p AB - Under a contract with the Federal Railroad Administration (FRA), the University of Illinois at Urbana Champaign (UIUC) is investigating different factors that contribute to the problem of differential movement at railroad track transitions. The research objective is to develop new design and rehabilitation methods to mitigate the problem of differential movement at track transitions. In order to achieve this goal, UIUC researchers are using geotechnical instrumentation and performance monitoring equipment to quantify the contributions of different substructure layers to differential movement at railroad bridge approaches. As part of the study, UIUC instrumented two undergrade bridge approaches on Norfolk Southern Railway’s (NS) N-Line mainline near Ingleside, West Virginia, to investigate the frequent deterioration in track geometry at these sites. This report provides a brief overview of the instrumentation activity, the data acquisition approach, and preliminary results. KW - Bridge approaches KW - Data collection KW - Freight trains KW - Ingleside (West Virginia) KW - Instrumentation KW - Passenger trains KW - Railroad bridges KW - Railroad tracks KW - Train track dynamics UR - http://www.fra.dot.gov/Elib/Document/14520 UR - https://trid.trb.org/view/1353380 ER - TY - SER AN - 01563642 JO - Research Results PB - Federal Railroad Administration TI - WISESight™: A Multispectral Smart Video-Track Intrusion Monitor PY - 2015/05 IS - RR 15-11 SP - 4p AB - International Electronic Machines Corporation (IEM) developed, tested, and validated a unique smart video-based intrusion monitoring system for use at highway-rail grade crossings. The system used both thermal infrared (IR) and visible/near-infrared (NIR) imaging to detect, identify, and evaluate potential obstacles such as cars and people while ignoring inconsequential objects such as blowing paper, shadows, and smaller animals. Testing at a Watervliet, New York grade crossing proved that the capabilities of the system met all requirements. The system was easily deployed and is extremely inexpensive compared to (for example) grade separation. KW - Infrared imagery KW - Proximity detectors KW - Railroad grade crossings KW - Thermal imagery KW - Video UR - http://www.fra.dot.gov/Elib/Document/14521 UR - https://trid.trb.org/view/1353379 ER - TY - RPRT AN - 01563641 AU - Tunna, J AU - Federal Railroad Administration TI - From Research to Rulemaking in the Federal Railroad Administration PY - 2015/05 SP - 11p AB - The Federal Railroad Administration’s (FRA) research and development (R&D) program provides the engineering and scientific foundation for rail rulemaking and enforcement in the United States. This paper describes how the program is funded and executed. Examples of projects in the track, rolling stock, train control and human factors disciplines are used to illustrate strategic direction, project selection, stakeholder engagement, technology transfer, performance measurement and evaluation. Changes in regulations from being prescriptive to performance-based are discussed, as is the shift to risk reduction and system safety management approaches. This paper gives the reader a general understanding of rail research and development in the U.S. It is intended to encourage contacts between rail R&D practitioners for the exchange of information and to identify opportunities for future collaboration. KW - Evaluation KW - Financing KW - Performance measurement KW - Railroad safety KW - Regulations KW - Research projects KW - Stakeholders KW - Strategic planning KW - Technology transfer KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/14519 UR - https://trid.trb.org/view/1353375 ER - TY - RPRT AN - 01563639 AU - Gordon, J AU - Federal Railroad Administration TI - Revising US passenger railcar occupant volume integrity requirements PY - 2015/05 SP - 13p AB - The Federal Railroad Administration (FRA) is developing new regulations addressing the occupant volume integrity (compressive end strength) of passenger rail cars. The new rules are being adopted to accommodate the introduction of rail equipment designed to alternate standards that will provide a level of safety equivalent to that of conventionally-designed vehicles. The fundamental change in the regulations involves applying the proof load on the collision load path rather than on the line of draft, as has been longstanding U.S. practice. Alternatively-designed passenger equipment must be shown to comply with one of the following loading scenarios: 3,560 kN (800,000 lbf) with no permanent deformation; 4,450 kN (1,000,000 lbf) with limited plastic deformation; or 5,340 kN (1,200,000 lbf) without exceeding the crippling strength of the car. Full-scale tests have been performed to determine whether these scenarios adequately represent the compressive end strength of conventionally-designed passenger equipment. This paper includes a description of and selected results from the full-scale crippling load test program and illustrates that the proposed load levels and performance requirements are reasonably reflective of the strength of conventional equipment. Alternatively-designed equipment compliant with the new requirements will achieve the safety-equivalence goal. KW - Compressive strength KW - Deformation KW - Load tests KW - Passenger cars KW - Railroad safety KW - Regulations UR - http://www.fra.dot.gov/Elib/Document/14518 UR - https://trid.trb.org/view/1353381 ER - TY - SER AN - 01563638 JO - Research Results PB - Federal Railroad Administration TI - Positive Train Control Shared Network PY - 2015/05 IS - RR 15-09 SP - 4p AB - The Interoperable Train Control (ITC) Positive Train Control (PTC) Shared Network (IPSN) project was intended to develop and demonstrate a concept in which multiple railroads utilize a shared network to support ITC PTC interoperability with Class 1 railroads. The IPSN was designed to reduce PTC implementation costs, minimize short line and commuter rail and Federal Railroad Administration (FRA) resources needed to test PTC, reduce training and support requirements, simplify the PTC network’s configuration, and reduce the complexity of interoperable PTC messaging. ARINC, Incorporated (now Rockwell Collins Information Management Services) conducted this research with support funding from the Federal Railroad Administration. KW - Communication systems KW - Implementation KW - Interoperability KW - Positive train control KW - Railroad safety KW - Railroads UR - http://www.fra.dot.gov/Elib/Document/14517 UR - https://trid.trb.org/view/1353376 ER - TY - RPRT AN - 01563635 AU - Ranney, Joyce M AU - Davey, Melinda AU - Morell, Jonathan AU - Raslear, Thomas AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Confidential Close Call Reporting System (C³RS) Lessons Learned Baseline Phased Report PY - 2015/05//Technical Report SP - 81p AB - The Federal Railroad Administration (FRA) has established a program called the Confidential Close Call Reporting System (C³RS), which allows events to be reported anonymously and dealt with non-punitively and without fear or reprisal through structured collaboration between representatives of railroad management, labor unions, and FRA who work together in Peer Review Teams (PRTs). Close calls or near misses are occurrences that could have led to or resulted in an accident or casualty, but did not. Close call programs have been shown to contribute to improved safety in other industries, but their effectiveness in the railroad industry has not yet been systematically evaluated. To address this question, FRA implemented a rigorous evaluation that is taking place over the entire course of the C³RS life cycle. The C³RS evaluation is designed to answer three major questions: (1) What conditions are necessary to implement C³RS successfully? (2) What is the impact of C³RS on safety and safety culture? (3) What factors help to sustain C³RS over time? Data are being collected for three time periods: from the beginning of C³RS through an implementation period (baseline), at about the middle of the test period (midterm), and at the end of the test period (final). This report provides baseline findings from the evaluation at four demonstration sites. KW - Crash reports KW - Evaluation KW - Implementation KW - Near miss collisions (Ground transportation) KW - Railroad safety KW - Railroad transportation UR - http://www.fra.dot.gov/Elib/Document/14515 UR - http://ntl.bts.gov/lib/55000/55000/55080/C3RS_LL_Baseline_Rep_final.pdf UR - https://trid.trb.org/view/1353378 ER - TY - RPRT AN - 01530004 AU - Blincoe, Lawrence AU - Miller, Ted R AU - Zaloshnja, Eduard AU - Lawrence, Bruce A AU - National Center for Statistics and Analysis TI - The Economic and Societal Impact of Motor Vehicle Crashes, 2010 (Revised) PY - 2015/05//Technical Report SP - 304p AB - In 2010, there were 32,999 people killed, 3.9 million were injured, and 24 million vehicles were damaged in motor vehicle crashes in the United States. The economic costs of these crashes totaled $277 billion. Included in these losses are lost productivity, medical costs, legal and court costs, emergency service costs (EMS), insurance administration costs, congestion costs, property damage, and workplace losses. The $277 billion cost of motor vehicle crashes represents the equivalent of nearly $897 for each of the 308.7 million people living in the United States, and 1.9 percent of the $14.96 trillion real U.S. Gross Domestic Product for 2010. These figures include both police-reported and unreported crashes. When quality of life valuations are considered, the total value of societal harm from motor vehicle crashes in 2010 was $871 billion. Lost market and household productivity accounted for $93 billion of the total $277 billion economic costs, while property damage accounted for $76 billion. Medical expenses totaled $35 billion. Congestion caused by crashes, including travel delay, excess fuel consumption, greenhouse gases and criteria pollutants accounted for $28 billion. Each fatality resulted in an average discounted lifetime cost of $1.4 million. Public revenues paid for roughly 9 percent of all motor vehicle crash costs, costing tax payers $24 billion in 2010, the equivalent of over $200 in added taxes for every household in the United States. Alcohol involved crashes accounted for $59 billion or 21 percent of all economic costs, and 84 percent of these costs occurred in crashes where a driver or non-occupant had a blood alcohol concentration (BAC) of .08 grams per deciliter or greater. Alcohol was the cause of the crash in roughly 82 percent of these cases, causing $49 billion in costs. Crashes in which alcohol levels are BAC of .08 or higher are responsible for over 90 percent of the economic costs and societal harm that occurs in crashes attributable to alcohol use. Crashes in which police indicate that at least one driver was exceeding the legal speed limit or driving too fast for conditions cost $59 billion in 2010. Seat belt use prevented 12,500 fatalities, 308,000 serious injuries, and $69 billion in injury related costs in 2010, but the failure of a substantial portion of the driving population to buckle up caused 3,350 unnecessary fatalities, 54,300 serious injuries, and cost society $14 billion in easily preventable injury related costs. Crashes in which at least one driver was identified as being distracted cost $46 billion in 2010. The report also includes data on the costs associated with motorcycle crashes, failure to wear motorcycle helmets, pedestrian crash, bicyclist crashes, and numerous different roadway designation crashes. KW - Blood alcohol levels KW - Costs KW - Distraction KW - Economic impacts KW - Motor vehicles KW - Motorcycle crashes KW - Seat belt use KW - Social impacts KW - Speeding KW - Traffic crashes KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812013.pdf UR - https://trid.trb.org/view/1311862 ER - TY - RPRT AN - 01599330 AU - Harris, Devin AU - Civitillo, John AU - Gheitasi, Amir AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Cross-Infrastructure Learnings for Alternative Bridge System Designs - A Case Study on the Hybrid Composite Bridge System PY - 2015/04/30/Final Report SP - 42p AB - The hybrid composite beam (HCB) technology has been presented as a system for short and medium span beam bridges as an alternative to traditional materials such as concrete and steel. A HCB consists of a concrete tied arch encased in a fiber-reinforced polymer (FRP) shell. When compared to traditional materials, the HCB system is lighter in weight, which allows for multiple members to be transported on a single truck and smaller cranes to be used during construction, and even reuse of existing substructures. In addition, the protective nature of the FRP outer shell provides additional resistance to corrosion for the reinforcement internal to the system, potentially offering an extended lifespan over conventional girders. Similar to other beam-type bridges for highways, the HCB system is made composite with a conventionally reinforced concrete deck. The investigation presented herein was limited to the evaluation of the in-service performance of a HCB bridge constructed in Virginia by the Virginia Department of Transportation. This bridge was evaluated for highway applications, but provided critical information related to the overall system performance that is also relevant to railroad and transit applications. These performance characteristics include lateral load distribution, dynamic load allowance and internal load sharing mechanisms inherent to the HCB design. Results from a live load testing program are synthesized in this report along with considerations for future railroad applications. KW - Beams KW - Bridge design KW - Case studies KW - Composite materials KW - Fiber reinforced polymers KW - Highway bridges KW - Load tests KW - Railroad bridges KW - Virginia UR - http://www.nurailcenter.org/research/final_reports/MTU/NURail2012-MTU-R04_Final_Report_Harris.compressed1.pdf UR - http://ntl.bts.gov/lib/59000/59200/59260/NURail2012-MTU-R04_Final_Report_Harris.compressed1.pdf UR - https://trid.trb.org/view/1405070 ER - TY - RPRT AN - 01567393 AU - Bevly, David AU - Murray, Chase AU - Lim, Alvin AU - Turochy, Rod AU - Sesek, Richard AU - Smith, Scott AU - Apperson, Grant AU - Woodruff, Jonathan AU - Gao, Song AU - Gordon, Mikhail AU - Smith, Nicholas AU - Watts, Andrew AU - Batterson, Joshua AU - Bishop, Richard AU - Murray, Daniel AU - Torrey, Ford AU - Korn, Alan AU - Switkes, Josh AU - Boyd, Stephen AU - Auburn University AU - Federal Highway Administration AU - American Transportation Research Institute AU - Meritor WABCO AU - Peloton Technology AU - Peterbilt Trucks TI - Heavy Truck Cooperative Adaptive Cruise Control: Evaluation, Testing, and Stakeholder Engagement for Near Term Deployment: Phase One Final Report PY - 2015/04/30/Final Report SP - 135p AB - Under the Federal Highway Administration (FHWA) Exploratory Advanced Research project “Heavy Truck Cooperative Adaptive Cruise Control: Evaluation, Testing, and Stakeholder Engagement for Near Term Deployment” this document provides a summary of Phase I results for evaluating the commercial feasibility of Driver Assistive Truck Platooning (DATP). DATP is a form of Cooperative Adaptive Cruise Control for heavy trucks (two truck platoons). DATP takes advantage of increasing maturity of vehicle-vehicle (V2V) communications, plus widespread deployment of DSRC-based V2V connectivity expected over the next decade, to improve freight efficiency, fleet efficiency, safety, and highway mobility, plus reduce emissions. Notably, truck fleets can proceed with implementing DATP regardless of the regulatory timeline for DSRC. Results of Phase I research are provided here. Phase I examined industry perceptions of DATP to provide input to a preliminary business case analysis. Technical investigations addressed system modeling and on track evaluations, aerodynamics modeling, operations research to develop algorithms for platoon formation, initial human-machine interface evaluations, wireless communications examining DSRC aspects specific to tractor-trailer combinations, and traffic modeling to assess traffic flow impacts with various levels of DATP market penetration. Appendices include a DATP Concept of Operations and Requirements document. Phase II plans are also described. KW - Algorithms KW - Autonomous intelligent cruise control KW - Driver vehicle interfaces KW - Evaluation KW - Stakeholders KW - Tractor trailer combinations KW - Traffic flow KW - Traffic models KW - Traffic platooning KW - Trucks KW - Vehicle to vehicle communications UR - http://atri-online.org/2015/05/27/4410/ UR - https://trid.trb.org/view/1355694 ER - TY - RPRT AN - 01599334 AU - Issa, Mohsen A AU - Lotfy, Ibrahim AU - Farhat, Maen AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - Temperature Effect on the Performance of Glass Fiber Reinforced High Density Polyethylene Composite Railroad Crossties PY - 2015/04/29/Final Report SP - 25p AB - The authors investigated the flexural performance of High Density Polyethylene (HDPE) composite railroad crossties reinforced with discontinuous randomly distributed glass fibers. In this report, the effect of temperature on this performance is presented. Each vital property of the crossties was evaluated and temperature-scaling models were established for exposure conditions within the studied temperature range. The temperature investigated ranged from 10°F (-12.22°C) to 125°F (51.67°C) which represents typical operating service temperature range. The objectives of this report were to: (1) Understand the temperature effect on the vital properties of HDPE crossties; (2) Establish temperature-scaling relationships for use in further investigations and applications; (3) Identify potentially susceptible performance criteria under certain exposure conditions; (4) Recommend potential solutions based on the findings; and (5) Identify potential criteria requiring further evaluation and testing. KW - Composite materials KW - Flexural strength KW - Glass fiber reinforced plastics KW - Performance KW - Railroad ties KW - Recommendations KW - Thermal properties UR - http://www.nurailcenter.org/research/final_reports/UIC/NURail2012-UIC-R02-Combined_reduced1.pdf UR - https://trid.trb.org/view/1405197 ER - TY - RPRT AN - 01570326 AU - Ghasemi-Fare, Omid AU - Bowers, G Allen AU - Kramer, Cory A AU - Ozudogru, Tolga Y AU - Basu, Prasenjit AU - Olgun, C Guney AU - Bulbul, Tanyel AU - Sutman, Melis AU - Pennsylvania State University, University Park AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - A Feasibility Study of Bridge Deck Deicing using Geothermal Energy PY - 2015/04/28/Final Report SP - 120p AB - In this study, the authors investigated the feasibility of a ground-coupled system that utilizes heat energy harvested from the ground for deicing of bridge decks. Heat exchange is performed using circulation loops integrated into the deep foundations supporting the bridge or embedded within the approach embankment. The warm fluid extracted from the ground is circulated through a tubing system embedded within reinforced concrete bridge deck to keep the deck temperature above the freezing point. A circulation pump that requires a minimal amount of power is used for fluid circulation. This is different from ground-source heat pump systems used for heating and cooling of buildings. In this study, a proof-of-concept testing is developed to investigate the operational principles and key design parameters. Experiments were performed on a model-scale instrumented bridge deck and model heat-exchanger piles to investigate heat transfer within different components of the ground-coupled bridge deck system. Heat transfer within ground and concrete bridge deck is quantified through numerical simulations under a variety of design and operational conditions. Experimental and numerical studies performed both at Penn State and Virginia Tech campuses demonstrate that this technology has a significant potential in reducing the use of salts and deicing chemicals. The knowledge and experience gained from this research will guide future research on real-life implementation of the proposed alternative bridge deck deicing method and will eventually help the concept to grow as a ready-to-use technology. Consequently, it will be possible to reduce bridge deck deterioration and offset the detrimental effects and environmental hazards caused by these chemicals. KW - Bridge decks KW - Deicing KW - Feasibility analysis KW - Finite element method KW - Geothermal resources KW - Heat exchange KW - Laboratory tests KW - Life cycle analysis KW - Reinforced concrete UR - http://www.mautc.psu.edu/docs/MAUTC%202013-02.pdf UR - http://www.mautc.psu.edu/docs/MAUTC-2013-02.pdf UR - http://ntl.bts.gov/lib/55000/55200/55251/MAUTC_2013-02.pdf UR - https://trid.trb.org/view/1360042 ER - TY - RPRT AN - 01567358 AU - Volpe National Transportation Systems Center TI - Truck Side Guard Technical Overview: Safety and Operational Considerations PY - 2015/04/23 SP - 2p AB - Truck side guards are devices designed to keep pedestrians, bicyclists, and motorcyclists—known as vulnerable road users (VRUs)—from being run over by a large truck’s rear wheels in a side-impact collision. This technology works by physically covering the cavity between the front and rear wheels of a truck. There has been limited but growing side guard adoption in the United States. At the same time, aerodynamic truck side skirts (or underbody fairings), which are primarily designed to save fuel for trucks by decreasing air drag but may also protect VRUs in side-impact collisions, have been voluntarily installed over the last decade on many North American tractor trailers and some straight trucks. A dual-purpose side guard/skirt may therefore potentially offer both VRU safety and fuel return on investment (ROI). KW - Fuel consumption KW - Side crashes KW - Trucking safety KW - Trucks KW - United States KW - Vehicle design KW - Vulnerable road users UR - http://ntl.bts.gov/lib/54000/54900/54986/Truck_Side_Guard_Technical_Overview_2015-04-23.pdf UR - https://trid.trb.org/view/1356194 ER - TY - ABST AN - 01573296 TI - State Responses to Energy Sector Developments AB - The objectives of this project are to: (1) Provide communication and information sharing among member states related to proactive and reactive responses to energy sector developments, including industry engagement, infrastructure management, funding and financing, safety, planning and forecasting tools, and other related topics. (2) Provide a technology and knowledge exchange forum on the practical applications available to member states to better respond to ongoing demands on the transportation system from energy exploration, extraction, and production. (3) Conduct research on high-priority topics identified by the member states. Examples of possible research topics include methods to forecast future energy development and impact locations, improved asset management methods, infrastructure hardening and resiliency, estimating truck and rail traffic, and addressing safety and environmental concerns. KW - Asset management KW - Energy resources KW - Environmental impacts KW - Exploration KW - Industries KW - Infrastructure KW - Resource extraction UR - http://www.pooledfund.org/Details/Study/576 UR - https://trid.trb.org/view/1366520 ER - TY - ABST AN - 01573295 TI - Strain-based Fatigue Crack Monitoring of Steel Bridges using Wireless Elastomeric Skin Sensors AB - The main objective of this proposed research is to provide state departments of transportation (DOTs) a practical and cost-effective long-term fatigue crack monitoring methodology using a wireless elastomeric skin sensor network. This research is intended to demonstrate the value-added of fatigue crack monitoring of steel bridges using wireless skin sensors over the traditional bridge inspection in the following ways: (1) The ability to collect objective information regarding fatigue crack activity under in-service loading of bridges in a continuous manner, improving the assessment, safety, and reliability of fractural-critical bridges, and providing early warning regarding evolving internal defects; (2) The ability to improve prioritization of bridge repairs (condition-based maintenance) and retrofit for fatigue cracks so as to maximize the effectiveness of limited resources; and (3) The ability to better assess the effectiveness of various fatigue repair and retrofit techniques for steel bridges through long-term crack monitoring. KW - Fatigue cracking KW - Maintenance KW - Monitoring KW - Sensors KW - State departments of transportation KW - Steel bridges KW - Structural health monitoring KW - Validation KW - Wireless communication systems UR - http://www.pooledfund.org/Details/Study/577 UR - https://trid.trb.org/view/1366519 ER - TY - ABST AN - 01567109 TI - The Influence of Vehicular Live Loads on Bridge Performance AB - As truck weights and volumes increase and the bridge infrastructure ages, owners have a vital need to access quality truck and load performance data for bridge management and operations decision-making purposes. The objective of this study is to assess the effect of truck traffic on bridge performance. This multi-year study will collect quality truck traffic and loads data (volumes, classifications, size, weights, and other relevant data) by installing, maintaining, calibrating, and utilizing instrumentation at selected bridge sites nationally, for the purpose of calibrating bridge specifications and quantifying load-induced deterioration of bridge elements and systems to establish bridge performance and serviceability criteria for improved long-term bridge performance, management and operations. KW - Bridge management systems KW - Calibration KW - Deterioration KW - Evaluation and assessment KW - Highway bridges KW - Live loads KW - Truck traffic UR - http://www.pooledfund.org/Details/Study/519 UR - https://trid.trb.org/view/1358893 ER - TY - RPRT AN - 01579164 AU - Zheng, Yan AU - Flanagan, Sara V AU - Morabia, Alfredo AU - Queens College of the City University of New York AU - University Transportation Research Center AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Empowering Individuals to Make Environmentally Sustainable and Healthy Transportation Choices in Mega-Cities through a Smartphone App PY - 2015/04/17/Final Report SP - 32p AB - A paradox of industrialized society is the overreliance on unsustainable fossil fuel energy for transportation and insufficient use of sustainable bodily energy for more physically active modes of transport. Different modes of transportation require varying levels of physical activity, with cars being the most sedentary, followed by public transportation, and active transportation (walking and biking). Preference (individual and societal) for sedentary travel modes such as car driving over available physically active travel modes has contributed to air pollution and the epidemic of obesity. Low-carbon transport systems have the potential to improve the health of citizens and to mitigate climate change simultaneously. Among the potential solutions for low-carbon transport systems, innovations in technology and demand reduction have received much attention, with less consideration toward behavioral options that are also critical to a decarbonized transport sector. Currently, behavioral change options are rarely considered in the decision-making process of transportation projects because their efficacy is largely unknown. An example of behavioral option for decarbonizing transport is a non-price-based policy to trigger individual behavioral change using “nudges”, defined as any aspect of a choice set that alters behavior without foreclosing alternatives or significantly changing economic incentives. The intervention should be easy and cheap to implement; for example, a nudge could disclose information. Evidence has emerged that the American public has a knowledge perception bias for energy consumption and efficiency that tends to underestimate carbon emission of day-to-day activities. This study investigates whether insufficient and inaccurate perceptions of carbon emission and bodily energy expenditure in day-to-day travel may be barriers for adopting more physically active and environmentally sustainable travel modes. The authors conducted a randomized controlled trial to assess impacts of a behavioral nudge intervention consisting of a new smartphone app onTrac. The app was developed to report personalized knowledge of carbon emission and calories burned associated with user specified travel modes, with walking and bicycling automatically detected through accelerometer. Undergraduate students of Queens College, City University of New York were recruited to participate in baseline surveys (N=85) designed to evaluate factors that may influence their travel mode preferences and behavior. Although both car and public transit commuters are found to be pro-environment, they are significantly different in that public transit commuters displayed less affection towards driving and were more comfortable using public transit (attitude factors), were more encouraged by their families to use public transit and had more friends who use public transit (norm factors). Transit commuters also had less situational constraints such as owning an automobile for work and managing their schedule than car commuters. Repeat surveys following a three week trial of the onTrac app found significant increases in self-reported consideration for the environmental impact of transportation choice among students who used the app (N=24), compared to the control group (N=26) who did not. Significantly more favorable attitudes towards carpooling post-trial were noted only among the car drivers (N=12) in the app group. Further studies, with larger sample sizes and an improved app that can detect all travel modes automatically using the smartphone's built in sensors are warranted to explore how this elevated environmental cognition may interact with attitude and situational factors, perhaps moderated by perceived control, to influence actual travel choice behavior. KW - Attitudes KW - Behavior KW - College students KW - Commuters KW - Energy consumption KW - Environmental impacts KW - Mobile applications KW - Mode choice KW - New York (New York) KW - Pollutants KW - Smartphones KW - Surveys KW - Transportation modes UR - http://www.utrc2.org/sites/default/files/pubs/Smart-Transportation-Choices-Mega-Cities-Smartphone-App.pdf?utm_source=10-13-15+Final+Reports&utm_campaign=07-06-14+PR-Final+Reports&utm_medium=email UR - https://trid.trb.org/view/1371710 ER - TY - ABST AN - 01573299 TI - Transportation Management Center Pooled Fund Study AB - The goal of the Transportation Management Center (TMC) Pooled Fund Study (PFS) is to assemble regional, state, and local transportation management agencies and the Federal Highway Administration (FHWA) to (1) identify human-centered and operational issues; (2) suggest approaches to addressing identified issues; (3) initiate and monitor projects intended to address identified issues; (4) provide guidance and recommendations and disseminate results; (5) provide leadership and coordinate with others with TMC interests; and (6) promote and facilitate technology transfer related to TMC issues nationally. KW - Human factors KW - Information dissemination KW - Management KW - Monitoring KW - Project management KW - Traffic control centers KW - Transportation planning UR - http://www.pooledfund.org/Details/Study/568 UR - https://trid.trb.org/view/1366523 ER - TY - ABST AN - 01566816 TI - Validation of Tsunami Design Guidelines for Coastal Bridges AB - The objective of this study is to develop bridge design guidelines for the estimation of tsunami loads on highway bridges. It is proposed that the work include verification of the guidelines by model testing or comparison with observed results to calibrate the predictive capability of numerical models for analysis of tsunami loads on coastal bridges. Generalized bathymetry and topography parameters will be modeled analytically and replicated experimentally. For example, options may include a shallow submarine shelf case or deep submarine trench as bathymetry and coastal plain or river valley as topography. The resulting data will be analyzed to determine their appropriateness and compared against the numerical predictions. KW - Bathymetry KW - Bridge design KW - Calibration KW - Coastal engineering KW - Guidelines KW - Numerical analysis KW - Tsunamis KW - Verification UR - http://www.pooledfund.org/Details/Study/556 UR - https://trid.trb.org/view/1358533 ER - TY - RPRT AN - 01560990 AU - Research and Innovative Technology Administration AU - University of Central Florida, Orlando TI - Semi-annual Program Progress Performance Report for Electric Vehicle Transportation Center PY - 2015/04/15 SP - 20p AB - The Electric Vehicle Transportation Center (EVTC) supports the U.S. Department of Transportation’s strategic goal of planning for near-term integration of alternative fuel vehicles as a means to build a sustainable transportation system. The project objectives are to evaluate technologies, standards and policies to ensure seamless integration of electric vehicles (EVs) into a complex transportation network and electricity grid. This document summarizes accomplishments in the following areas: Research and Development, Industry Collaboration, Education and Workforce Development, Technology Transfer and Diversity. KW - Education and training KW - Electric power KW - Electric Vehicle Transportation Center KW - Electric vehicles KW - Research projects KW - Strategic planning KW - Sustainable transportation KW - Technology transfer UR - http://fsec.ucf.edu/en/publications/pdf/FSEC-CR-1999-15.pdf UR - https://trid.trb.org/view/1350694 ER - TY - RPRT AN - 01570309 AU - Murray-Tuite, Pamela AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Winter Weather Demand Considerations: A Statistical Analysis PY - 2015/04/14/Final Report SP - 38p AB - Winter weather has varied effects on travel behavior. Using 418 survey responses from the Northern Virginia commuting area of Washington, D.C. and binary logit models, this study examines travel related changes under different types of winter weather and the factors influencing the likelihood of making a given change. In particular, the types of weather and related conditions include snow, freezing rain, heavy rain, below freezing temperatures, and icy roads. Two cases for these conditions are considered: beginning while the respondent is at work and while the respondent is at home. The travel related changes investigated include (1) cancelling trips, (2) delaying trips, (3) departing early, (4) adding trips, (5) changing destinations, (6) changing routes, (7) using more highways/freeways, and (8) changing modes of transportation. The statistically significant factors are different for the different decisions and weather conditions, emphasizing the complexity of predicting demand for winter weather. KW - Commuting KW - Decision making KW - Departure time KW - Mode choice KW - Northern Virginia KW - Route choice KW - Statistical analysis KW - Surveys KW - Travel behavior KW - Travel demand KW - Weather conditions KW - Winter UR - http://www.mautc.psu.edu/docs/VT%202012-07.pdf UR - http://www.mautc.psu.edu/docs/VT-2012-07.pdf UR - http://ntl.bts.gov/lib/55000/55200/55270/VT_2012-07.pdf UR - https://trid.trb.org/view/1360158 ER - TY - RPRT AN - 01579167 AU - Federal Highway Administration TI - Developing and Using State-Specific Safety Performance Functions (SPFS) in Virginia: Roadway Safety Data and Analysis PY - 2015/04/13/Case Study SP - 17p AB - The Virginia Department of Transportation (VDOT) emphasizes data-driven decision-making and desires to improve safety and safety data. From this desire, VDOT implemented a comprehensive set of State-specific Safety Performance Functions (SPFs) covering 98 percent of its State-maintained roadway locations. The impetus for VDOT developing their own SPFs and analytical tools arose from the decision that AASHTOWare Safety Analyst™ did not meet their needs. VDOT developed State-specific SPFs using historical crash, traffic, and roadway inventory data. SPF developers worked closely with engineers throughout the development process to see whether each SPF was implementable for all types of improvements (spot, corridor, and systemic). To date, VDOT has developed 24 SPFs covering a majority of roadway facilities, including two-lane roads, intersections, and freeways/multi-lane highways. The purpose of this case study is to describe the successes and ongoing challenges related to developing and implementing a comprehensive set of State-specific SPFs in Virginia. KW - Case studies KW - Crash data KW - Data analysis KW - Freeways KW - Highway safety KW - Implementation KW - Intersections KW - Multilane highways KW - Safety Performance Functions KW - Two lane highways KW - Virginia UR - http://safety.fhwa.dot.gov/rsdp/downloads/va_case_study.pdf UR - https://trid.trb.org/view/1371761 ER - TY - RPRT AN - 01563481 AU - Department of Transportation TI - Volpe Did Not Fully Comply with Federal Requirements When Planning and Administering Its V-TRIPS Contract PY - 2015/04/08 SP - 17p AB - The Volpe National Transportation Center (Volpe) is a Federal, fee-for-service organization within the U.S. Department of Transportation (DOT). Each year, Volpe spends approximately $260 million to perform a wide range of transportation-related systems research and applications development for DOT and other Federal and non-Federal sponsors. In carrying out this mission, the Center uses Volpe’s Transportation Information Project Support (V-TRIPS) contract—a 5-year, $234-million, multi-award service contract—to provide information technology (IT) support services. This audit was initiated to determine whether Volpe (1) awarded the V-TRIPS contract under competitive procedures and provided each awardee fair opportunities for subsequent task orders and (2) administers and oversees the contract in accordance with Federal and DOT acquisition regulations. After the Office of Inspector General (OIG) began this audit, they were informed that Volpe intends to replace V-TRIPS with a follow-on contract and will issue the request for proposal by the end of 2014. As a result, OIG divided the audit of V-TRIPS into two phases to accelerate reporting of issues that Volpe can consider when awarding its follow-on contract. At a later date, a second report will be issued that focuses specifically on Volpe’s accounting practices for the V-TRIPS contract. KW - Contract administration KW - Contractors KW - Information technology KW - John A. Volpe National Transportation Systems Center KW - Recommendations KW - Regulations UR - https://www.oig.dot.gov/sites/default/files/Volpe%20V-TRIPS%20Contract%20Final%20Report%20%5E4-8-15.pdf UR - https://trid.trb.org/view/1352250 ER - TY - RPRT AN - 01560953 AU - Department of Transportation AU - Federal Aviation Administration TI - Delays in Meeting Statutory Requirement and Oversight Challenges Reduce FAA's Opportunities to Enhance HEMS Safety PY - 2015/04/08/Audit Report SP - 23p AB - Helicopter Emergency Medical Services (HEMS) operators play a critical role in the aviation industry by providing reliable and efficient transportation of patients to critical medical care facilities, often under challenging circumstances and environments. In 2012, through the Federal Aviation Administration (FAA) Modernization and Reform Act of 2012 (FMRA), Congress provided an important roadmap to enhance the safety of the HEMS industry, and FAA’s recently issued HEMS Rule is a good first step toward realization of FMRA goals. However, continued delays in finalizing the remaining mandates, involving data gathering, storing and reporting efforts, affect FAA’s ability to focus its accident reduction efforts and limit the effectiveness of safety initiatives. Additionally, until FAA updates key oversight policies and obtains meaningful safety data to analyze for trends, it will not be well positioned to effectively oversee a rapidly expanding HEMS industry. Recommendations and Agency comments are included. KW - Air ambulances KW - Aviation safety KW - Crash data KW - Data analysis KW - Data collection KW - Emergency medical services KW - FAA Modernization and Reform Act of 2012 KW - Helicopter transportation KW - Recommendations KW - U.S. Federal Aviation Administration UR - https://www.oig.dot.gov/sites/default/files/FAA%20HEMS%20Progress%20and%20Oversight%20Final%20Report%5E4-8-15.pdf UR - https://trid.trb.org/view/1351357 ER - TY - RPRT AN - 01564450 AU - Fisher, Frances AU - Mannheim, Dan AU - Pray, Bob AU - Lamoureux, Katie AU - Carter, Peter AU - Bettisworth, Caitlin AU - Research and Innovative Technology Administration AU - National Park Service TI - Isle Royale National Park Transportation Study PY - 2015/04/02/Final Report SP - 225p AB - Isle Royale National Park is a remote archipelago located in western Lake Superior, fourteen miles from the closest mainland and 60 miles from the park’s headquarters in Houghton, Michigan. While visitors treasure the parks pristine environment and solitude, transporting visitors to and operating a park in such a remote location is costly. Isle Royale has the highest cost per visitor ($170) of any unit in the National Park System. In this transportation study, Volpe defines what transportation activities are necessary to maintain operation of the park and determine what alternatives may feasibly replace the current manner of doing business. At the time of writing, the 55-year old Ranger III provides the primary means of transporting visitors, cargo and some fuel to the island. Other vessels with the Park’s fleet are used on a limited basis. Upgrading and replacing Ranger III is considered as well as outsourcing specific actives and changing the operations of some activities such as waste disposal. The park has already begun to add solar energy systems to reduce the need to transport fuel for electricity. KW - Alternatives analysis KW - Isle Royale National Park KW - National parks KW - Ships KW - Transportation planning KW - Water transportation UR - http://ntl.bts.gov/lib/54000/54800/54847/NPS_ISRO_2015_Transportation_Study.pdf UR - https://trid.trb.org/view/1354940 ER - TY - RPRT AN - 01562662 AU - Federal Highway Administration TI - Federal Highway Administration Environmental Justice Reference Guide PY - 2015/04/01 SP - 82p AB - Environmental justice (EJ) at the Federal Highway Administration (FHWA) means identifying and addressing disproportionately high and adverse effects of the agency’s programs, policies, and activities on minority and low-income populations to achieve an equitable distribution of benefits and burdens. This includes the full and fair participation by all potentially affected communities in the transportation decisionmaking process. FHWA developed this document to provide FHWA staff a single reference to help them ensure compliance with EJ requirements when developing and evaluating FHWA projects; engaging in transportation planning; developing or revising FHWA policies, guidance, and rulemakings; and creating and implementing FHWA programs. Although FHWA staff is the primary audience, the document is also available to State and local practitioners, and the general public. This document clarifies expectations, identifies best practices, and provides links to resources for incorporating EJ principles in FHWA-supported activities. KW - Best practices KW - Compliance KW - Decision making KW - Environmental justice KW - Equity (Justice) KW - Low income groups KW - Minorities KW - Project management KW - Transportation planning KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/environment/environmental_justice/resources/reference_guide_2015/fhwahep15035..pdf UR - https://trid.trb.org/view/1352249 ER - TY - RPRT AN - 01560600 AU - Department of Transportation TI - FRA Improved Its Guidance on High Speed Rail Grant Agreements, But Policies and Procedures for Amending and Monitoring Grants Remain Incomplete PY - 2015/04/01/Audit Report SP - 22p AB - In 2009 and 2010, Congress appropriated over $10 billion for the Federal Railroad Administration (FRA) High Speed Intercity Passenger Rail (HSIPR) program. Because of concerns that alternative matching arrangements may put Federal HSIPR funds at risk, the Chairman of the House Subcommittee on Railroads, Pipelines, and Hazardous Materials, House Transportation and Infrastructure Committee, requested that the Office of Inspector General (OIG) conduct an audit of FRA’s grant amendment and oversight processes. Accordingly, the audit objectives were to assess FRA’s policies and procedures for (1) amending HSIPR grants and (2) overseeing compliance with HSIPR grant requirements. To conduct its work, OIG reviewed FRA’s policies and procedures, and documentation relating to amendments and monitoring of the 5 largest grants that FRA had amended as of July 1, 2014. OIG also interviewed FRA officials responsible for amending and monitoring HSIPR grants. Briefly, it was found that FRA’s policies for amending and monitoring HSIPR agreements do not adequately address several issues, such as managing risk to HSIPR projects and documenting actions to address review findings. As a result, the Agency may place Federal funds dedicated to the creation of the Nation’s high speed rail transportation system at risk and make the system’s intended benefits more difficult to achieve. Several recommendations are made to the Federal Railroad Administrator. KW - Amendments KW - Auditing KW - Compliance KW - Grant aid KW - High speed rail KW - Monitoring KW - Office of Inspector General KW - Oversight KW - Policy KW - Procedures KW - Recommendations KW - U.S. Federal Railroad Administration UR - https://www.oig.dot.gov/sites/default/files/FRA%20HSIPR%20Grant%20Amendment%20and%20Oversight%20Processes%20Final%20Report%5E4-1-15.pdf UR - https://trid.trb.org/view/1350407 ER - TY - RPRT AN - 01618689 AU - Morse, Lindsey AU - Cotton, Benjamin AU - Filosa, Gina AU - Frazier, Jonathan AU - Daddio, David AU - Nash, Logan AU - Monty, Jay AU - Volpe National Transportation Systems Center AU - Mount Baker-Snoqualmie National Forest TI - Mount Baker – Snoqualmie National Forest Alternative Transportation Feasibility Study. Phase III: Denny Creek Area Parking Impact Assessment PY - 2015/04//Final Report SP - 20p AB - The Mount Baker-Snoqualmie National Forest is located near the Puget Sound metro area and is facing a number of transportation issues, such as increasing congestion and lack of access, which were identified in the Volpe Center’s Phase I report. The Phase III report focuses on parking management in the forest along the I-90 corridor. It is a focused follow-on to Phase II, which identified the unlimited supply of overflow parking along road shoulders as a major disincentive for visitors to take transit. The Phase III report describes existing parking enforcement and design at the forest, and describes changes that would limit parking to designated parking areas. These policy changes would have a variety of environmental, fiscal, and transportation impacts to the forest and its visitors which are detailed in the report. The Volpe team finished this analysis in April 2015. KW - Access KW - Alternatives analysis KW - Feasibility analysis KW - Impact studies KW - Mount Baker-Snoqualmie National Forest KW - Parking KW - Public transit KW - Transportation planning KW - Washington (State) UR - http://ntl.bts.gov/lib/60000/60200/60297/MBS_ATFS_PhaseIII_Report.pdf UR - https://trid.trb.org/view/1436170 ER - TY - RPRT AN - 01614954 AU - Adam, John AU - Cawley, Bryan AU - Petros, Katherine AU - Brautigam, Duane AU - Burns, Rebecca AU - Burns, Stan AU - Kliewer, Julie AU - Lobbestael, John AU - Park, Randall R AU - Jahren, Charles T AU - Arora and Associates, P.C. AU - American Association of State Highway and Transportation Officials (AASHTO) AU - National Cooperative Highway Research Program TI - Advances in Civil Integrated Management PY - 2015/04//Scan Team Report SP - 94p AB - Civil Integrated Management (CIM) is the technology-enabled collection, organization, managed accessibility, and use of accurate data and information throughout the life cycle of a transportation asset. The concept may be used by all affected parties for a wide range of purposes, including planning, environmental assessment, surveying, design, construction, maintenance, asset management, and risk assessment. To explore the concept of CIM and the potential implementation of CIM within transportation agencies further, the Scan 13-02 team devoted two weeks to the scan during the summer of 2014. The participating departments of transportation included Iowa, Michigan, New York, Texas, Utah, Virginia, and Wisconsin. Each state DOT and its contractors presented their experiences and insights into the implementation of CIM-related practices and tools. This scan’s focus area included the following: Technical factors; Organization factors; Proven, efficient intelligent construction technologies; Construction project performance measures; Successful partnering techniques; Digital data to provide the information and knowledge for planning, operation, and maintenance phases; Opportunities that would benefit an entire transportation agency; and Opportunities for collecting and using geospatial data. KW - Civil integrated management KW - Construction projects KW - Implementation KW - Information dissemination KW - Information management KW - Information processing KW - Performance measurement KW - Project management KW - State departments of transportation KW - Technological innovations UR - http://onlinepubs.trb.org/onlinepubs/nchrp/docs/NCHRP20-68A_13-02.pdf UR - https://trid.trb.org/view/1427376 ER - TY - RPRT AN - 01603617 AU - National Highway Traffic Safety Administration TI - Summary of Vehicle Occupant Protection and Motorcycle Laws, Twelfth Edition, Current as of November 15, 2013 PY - 2015/04//12th Edition SP - 183p AB - This publication provides summary charts of the key provisions of State occupant protection and motorcycle laws, and detailed lists of these laws in every State, the District of Columbia and Puerto Rico. Such laws include requiring the use of (1) seat belts, (2) child passenger restraint devices (child car seats and booster seats), and (3) motorcycle or bicycle helmets. Also included are laws concerning age restrictions for motorcycle passengers and laws that prohibit riding in the bed of a pickup truck. Except as noted, the State laws reported are current as of November 15, 2013. KW - Bicycle helmets KW - Child restraint systems KW - Motorcycle helmets KW - Motorcyclists KW - Occupant protection devices KW - Pickup trucks KW - Seat belts KW - State laws KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812129-SummaryVehicleOccupantProtection-MotorcycleLaws.pdf UR - https://trid.trb.org/view/1411006 ER - TY - RPRT AN - 01603555 AU - Nowak, Christopher A AU - State University of New York, Syracuse AU - New York State Department of Transportation AU - Federal Highway Administration TI - A Brief Survey of Strategic Planning Elements for Department of Transportation Vegetation Management Programs PY - 2015/04//Final Report SP - 39p AB - Strategic planning, as with all levels of planning, is important for organizations to efficiently and effectively meet their missions and achieve their goals and objectives. In planning, a variety of plan, decision making, and management implementation components are assembled in one or more documents. With documentation, the plan becomes accessible to stakeholders so that shared visions and understanding of organizational management can develop at present, but most importantly across scales of space and time. Sustainable management is predicated on having full and robust management plans. In the current study, strategic vegetation management plans from Departments of Transportation across the country, including New York State, were examined for structure and completeness. A management planning “checklist” of core planning elements was developed for the study, and used to both evaluate and assess existing plans. Departments of Transportation (DOTs) and other organizations can use the results of this study to self-organize their own plans and associated accounts, processes and procedures to define where they are strong, and where they are weak in planning. And with that, future organizational resources can be directed to fill necessary shortfalls. Results of the study indicate that DOTs (including New York) are consistently strong in providing direction for management via statements of mission, goals and objectives, and also in clearly defining desired conditions of the management system. Most significantly and consistently short are descriptions of the current system, and details on monitoring as a basis for management evaluation. KW - Evaluation and assessment KW - Landscape maintenance KW - Roadside flora KW - State departments of transportation KW - Strategic planning KW - Surveys KW - Vegetation UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-24%20TASK%201%201%20STRATEGIC%20PLAN%20REPORT.pdf UR - https://trid.trb.org/view/1411105 ER - TY - RPRT AN - 01603538 AU - Nowak, Christopher A AU - State University of New York, Syracuse AU - New York State Department of Transportation AU - Federal Highway Administration TI - Monitoring Vegetation Response to Operationally-Applied Scythe Herbicide on NYSDOT's Route 80 Right-of-Way Along Otsego Lake, near Cooperstown, New York PY - 2015/04//Final Report SP - 51p AB - Operational treatment of roadside vegetation under and near guiderails in the Route 80 corridor along Otsego Lake was completed by New York State Department of Transportation (NYSDOT) in July 2014 using a natural herbicide – Scythe. A total of 8 miles of roadside right-of-way, and specifically 1.4 acres and 3.8 miles of guiderails, were treated with 296 gallons of herbicide mix with 10% Scythe. Herbicide materials were jointly purchased by the Village of Cooperstown and the NYSDOT at a total cost of $1,954. Vegetation conditions before and after treatment, and percent of plants directly damaged by the herbicide, were monitored by a third-party (SUNY-ESF) using a network of 30 2 x 2 foot measurement plots located across the area. Plots received varying coverage of herbicide treatment due to problems with machinery and spray pattern, with percent of plants directly damaged by herbicide averaging 51 percent, ranging from 0 to 95 percent. Regression analyses were used to test various relationships between end-of-growing plant cover and percent of plant damage. On average and as estimated across all 30 plots using regression techniques, Scythe herbicide was observed to reduce plant abundance to a total cover of 12 percent, compared to 62 percent cover with no Scythe herbicide treatment. Vines or Japanese knotweed were shown to not be affected by Scythe treatment. Operational results are similar to those observed with recent field trials with research in Massachusetts and New York. In contrast to NYSDOT normal, conventional herbicide treatment with glyphosate-based herbicide such as Accord XRT II, which would have had a total materials costs of only $18 and expected 100 percent control of vegetation, the Scythe herbicide cost 100 times more and still left 12 percent cover of plants, with effectively no control of vines or knotweed. KW - Before and after studies KW - Costs KW - Herbicides KW - New York (State) KW - Regression analysis KW - Right of way (Land) KW - Roadside flora KW - Vegetation control UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-06-24%20TASK%203%202%20OPERATIONAL%20TEST%20OF%20SCYTHE.pdf UR - https://trid.trb.org/view/1411108 ER - TY - RPRT AN - 01599335 AU - Lerner, Greg AU - Sawyer, Carla Leigh AU - King County Department of Transportation AU - Federal Transit Administration TI - Vashon Island Passenger-Only Ferry Study: Technology Demonstration Phase and Final Report PY - 2015/04//Final Report SP - 251p AB - This report summarizes work performed in earlier phases of this project to prepare for implementation of a County-operated passenger-only ferry service and documents the demonstration of three technology-based passenger ferry traveler information initiatives. The first two phases produced a policy study for County-operated passenger ferry service and a business and implementation plan for introduction of the service. The final phase evaluated opportunities for introducing technology to improve ferry traveler information, selected the most promising and feasible three technology options, and demonstrated and evaluated the three technology initiatives. KW - Ferry service KW - Implementation KW - Technological innovations KW - Technology assessment KW - Traveler information and communication systems KW - Vashon Island (Washington) UR - https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Report_No._0089.pdf UR - https://trid.trb.org/view/1406941 ER - TY - RPRT AN - 01592047 AU - Garlich, Michael J AU - Pechillo, Thomas H AU - Schneider, Jason M AU - Helwig, Todd A AU - O'Toole, Mary Anne AU - Kaderbek, Stan-Lee C AU - Grubb, Michael AU - Ashton, John AU - Collins Engineers, Incorporated AU - Federal Highway Administration TI - Engineering for Structural Stability in Bridge Construction PY - 2015/04//Reference Manual SP - 670p AB - This manual is intended to serve as a reference. It will provide technical information which will enable Manual users to perform the following activities: (1) Describe typical erection practices for girder bridge superstructures and recognize critical construction stages; (2) Discuss typical practices for evaluating structural stability of girder bridge superstructures during early stages of erection and throughout bridge construction; (3) Explain the basic concepts of stability and why it is important in bridge erection; (4) Explain common techniques for performing advanced stability analysis along with their advantages and limitations; (5) Describe how differing construction sequences effect superstructure stability; (6) Be able to select appropriate loads, load combinations, and load factors for use in analyzing superstructure components during construction; (7) Be able to analyze bridge members at various stages of erection; (8) Develop erection plans that are safe and economical, and know what information is required and should be a part of those plans; and (9) Describe the differences between local, member and global (system) stability. KW - Bridge construction KW - Bridge superstructures KW - Erection (Building) KW - Girder bridges KW - Load factor KW - Manuals KW - Stability analysis KW - Structural analysis UR - https://trid.trb.org/view/1398662 ER - TY - RPRT AN - 01580991 AU - El Howayek, Alain AU - Santagata, Marika AU - Bobet, Antonio AU - Siddiki, Nayyar Zia AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Engineering Properties of Marls SN - 9781622603572 PY - 2015/04//Final Report SP - 109p AB - The term “marl” is used to designate soft, carbonate‐rich, fine‐grained soils, which pose concerns related to both settlement and stability. Despite the prevalence of marls in Indiana and the concerns associated with their behavior, very limited work has been done to study the engineering properties of these soils. This was the motivation for this research project, which involved two primary activities: a) the creation of a map and database of existing information on marl deposits in Indiana; and b) an in‐depth characterization of the properties of a marl deposit in Daviess County, which was considered representative of similar deposits encountered in Indiana. The marl database was generated using ArcGIS 10.0.from information available at the Indiana Department of Transportation (INDOT), and involved mining data from over five thousand boreholes. The second part of the project involved field tests (seismic cone penetration tests, standard penetration tests, field vane shear tests), and laboratory experiments (index tests, incremental and constant rate of strain consolidation tests, and K₀‐consolidated undrained triaxial tests) conducted on high quality Shelby tubes samples. Additionally, the mineralogy and the microstructure of the soil were studied in detail. The laboratory tests reveal that the deposit was not homogeneous as was initially anticipated, but was, instead, formed by two types of soils that repeat in horizontal thin layers. These two soils, referred to as ‘soil M’ and ‘soil C’, are both characterized by very high calcium carbonate contents but show distinct index and engineering properties, that may be ascribed to differences in mineralogy and composition. This stratification is not detected by the field tests. The consolidation tests show that the deposit has an overconsolidation ratio (OCR) less than 2 and compressibility parameters markedly dependent on stress level, as typical of sensitive soils. K₀‐consolidated undrained compression triaxial tests show that both soils exhibit normalized behavior, and that the relationship between strength and stress history is well described by the SHANSEP equation (although the SHANSEP parameters differ for the two soils). Comparison of the field data and laboratory results provides the means to validate published correlations for interpretation of the geotechnical properties of marls from field results. For the site examined, correlations to estimate shear wave velocity, stress history, and undrained strength from cone penetration test (CPT) results are identified. Implementation recommendations are provided for soil identification, sampling and specimen preparation, interpretation of filed data, and preliminary design. KW - Databases KW - Field tests KW - Indiana KW - Laboratory tests KW - Maps KW - Marl KW - Microstructure KW - Mineralogy KW - Properties of materials KW - Soil consolidation test KW - Soil deposits UR - http://dx.doi.org/10.5703/1288284315533 UR - https://trid.trb.org/view/1373208 ER - TY - RPRT AN - 01580348 AU - Bledsoe, Jay AU - Tayabji, Shiraz AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Texas Demonstration Project: Continuously Reinforced Concrete Pavement on FM 1938 PY - 2015/04//Final Report SP - 43p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE program, the Texas Department of Transportation (TxDOT) was awarded a $1,000,000 grant to demonstrate the use of proven, innovative technologies including non-woven geotextile bond breaker between continuously reinforced concrete pavement (CRCP) and cement-treated base, intelligent compaction of subgrade and base materials, optimized aggregate gradation for concrete pavement, improved concrete curing, and texture and grooving of CRCP. This report documents deployment of innovations on the construction of FM 1938 in the cities of Southlake, Westlake and Keller, just north of Fort Worth, Texas. The project involved the construction of the new 2.6 mile freeway with six lanes from SH 114 to Dove Road and four lanes from Dove Road to Randol Mill Road. The purpose of the new roadway was to improve capacity and ease mobility on FM 1709. The construction of the FM 1938 project provided TxDOT with valuable insight to several aspects of the construction process. The use of optimized gradation showed potential cost savings through reduction in cement and pavement thickness requirements. The estimated cost savings with reduced cement requirements was about 60 cents per CY of concrete; however, the reduction in thickness could not be further reduced for this project due to the cover requirements for steel in the continuously reinforced design. The use of a non-woven fabric as a bond breaker was not considered an advantage on this project, especially given the use of continuous reinforcement. The installation was labor intensive and the use of the fabric did not result in any improved attributes. While intelligent compaction was not used under the pavement sections as originally planned, it did show promise as an evolving technology. The lithium based curing compounds were more expensive and require additional research to determine their cost-benefits. KW - Aggregate gradation KW - Continuously reinforced concrete pavements KW - Curing agents KW - Demonstration projects KW - Economic analysis KW - Freeways KW - Geotextiles KW - Highways for LIFE KW - Intelligent compaction KW - Lithium compounds KW - Nonwoven textiles KW - Optimization KW - Road construction KW - Technological innovations KW - Texas UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Texas-HfL-CRCP-Final.pdf UR - https://trid.trb.org/view/1372999 ER - TY - RPRT AN - 01580062 AU - Keske, Samuel D AU - Barnes, Robert W AU - Schindler, Anton K AU - Dunham, Emily L AU - Johnson, Brandon R AU - Ellis, Morgan A AU - Auburn University AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Self-Consolidating Concrete for Prestressed Applications—Phase I: Girder Fabrication and Pre-Erection Performance PY - 2015/04//Technical Report SP - 303p AB - Prior to statewide acceptance of self-consolidating concrete (SCC) in precast, prestressed bridge member production, the Alabama Department of Transportation sponsored an investigation of the material to be performed by the Auburn University Highway Research Center. Two parts of that research are presented in this report: a laboratory investigation of fresh stability test methods to quantify the unique fresh behavior of SCC, and a field investigation of as-built material and pre-erection structural behavior in the first full-scale SCC girders produced in Alabama for an in-service bridge. During the laboratory investigation, the Visual Stability Index, Sieve Stability, and Surface Settlement tests correlated most strongly to multiple measures of hardened concrete uniformity; a testing protocol utilizing these test methods is recommended. Use of SCC in girder production was clearly beneficial. The utilized SCC mixture exhibited practically the same compressive strength, slightly reduced elastic stiffness, and increased time-dependent deformation (creep and shrinkage), at least in representative cylinders. However, the differences were expectable due to differences between the utilized SCC and vibrated concrete (VC). Also, SCC-girder transfer lengths, initial cambers, initial prestress losses, pre-erection time-dependent camber growth, and pre-erection time-dependent prestress force were found to be acceptably similar and at least as predictable as in companion, geometrically identical VC girders. Therefore, pre-erection behavior of SCC should not restrict its use in the production of precast, prestressed girders using current design and production procedures. KW - Alabama KW - Bridge construction KW - Compressive strength KW - Curvature KW - Deformation KW - Elasticity (Mechanics) KW - Field studies KW - Girders KW - Laboratory studies KW - Prestressed concrete bridges KW - Self compacting concrete KW - Vibrated concrete UR - http://eng.auburn.edu/files/centers/hrc/930738selfconsolidatingphasei.pdf UR - https://trid.trb.org/view/1372837 ER - TY - RPRT AN - 01579607 AU - Keske, Samuel D AU - Barnes, Robert W AU - Schindler, Anton K AU - Johnson, Brandon R AU - Ellis, Morgan A AU - Miller, D Eric AU - Neal, Tyler L AU - Auburn University AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Self-Consolidating Concrete for Prestressed Applications—Phase II: Bridge Construction and In-Place Performance PY - 2015/04//Technical Report SP - 271p AB - Prior to statewide acceptance of self-consolidating concrete (SCC) in precast, prestressed bridge member production, the Alabama Department of Transportation sponsored an investigation of the material to be performed by the Auburn University Highway Research Center. Two parts of that research are presented in this report: an extension of an earlier laboratory investigation of fresh stability test methods to quantify the unique fresh behavior of SCC, and a field investigation of as-built material and long-term structural behavior in the first full-scale SCC girders produced and placed in an in-service bridge in Alabama. During the laboratory investigation, the Visual Stability Index, Sieve Stability, and Surface Settlement tests correlated most strongly to multiple measures of hardened concrete uniformity; a testing protocol utilizing these test methods is recommended. In the field investigation, the utilized SCC exhibited slightly increased time-dependent creep and shrinkage, at least in representative cylinders. Long-term SCC-girder prestress maintenance was found to be practically identical and at least as conservatively predictable as in companion, geometrically identical vibrated-concrete (VC) girders. Full-scale elastic responses to the weight of the cast-in-place deck and to service-level live loads were also practically identical in the SCC and VC girders, and SCC performed more conservatively than expected of VC of the same elastic stiffness. Use of cylinder-measured mechanical and time-dependent property results led to conservative predictions of full-scale behavior, and use of design properties led to highly conservative predictions. Based on these results, SCC is an acceptable alternative to VC for precast, prestressed girders when using current design and production procedures. KW - Alabama KW - Bridge construction KW - Creep KW - Elasticity (Mechanics) KW - Field studies KW - Girders KW - Laboratory studies KW - Prestressed concrete bridges KW - Self compacting concrete KW - Shrinkage KW - Vibrated concrete UR - https://eng.auburn.edu/files/centers/hrc/930799selfconsolidatingphaseii.pdf UR - https://trid.trb.org/view/1371861 ER - TY - RPRT AN - 01579200 AU - Ullman, Gerald AU - Schroeder, Jeremy AU - Battelle AU - Texas A&M Transportation Institute AU - Federal Highway Administration TI - Guidance for Conducting Effective Work Zone Process Reviews PY - 2015/04 SP - 38p AB - All state highway agencies receiving Federal-aid funds are required to perform work zone process reviews every two years. These reviews are an opportunity for the agency to reexamine how it is meeting federal requirements in 23 CFR 630 Subparts J and K in accomplishing work zone safety and mobility management. These reviews help an agency evaluate its work zone safety and mobility-related policies and procedures as well as the effectiveness of its work zone impacts analyses and monitoring efforts, and ultimately, how well it manages those impacts. The intent of the document is to share good practices and methods that agencies have found worthwhile in conducting their process reviews. The goal is that this focused information will lead to more consistent and targeted improvements in agency work zone policies and procedures. This document includes tips for success in work zone process reviews, effective use of data and performance measures in process reviews, and insight for connecting process reviews with other work zone safety and mobility improvement efforts. KW - Best practices KW - Mobility KW - Performance measurement KW - Policy KW - State highway departments KW - Work zone safety KW - Work zones UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15013/fhwahop15013.pdf UR - https://trid.trb.org/view/1371565 ER - TY - RPRT AN - 01579187 AU - Hossain, Nur AU - Singh, Dharamveer AU - Zaman, Musharraf AU - Alam, Md Ridwanul AU - Rassel, S M Shazzad S AU - Timm, David AU - University of Oklahoma, Norman AU - Auburn University AU - Auburn University AU - Oklahoma Department of Transportation AU - Federal Highway Administration TI - Field Performance Monitoring and Modeling of Instrumented Pavement on I-35 in McClain County PY - 2015/04//Final Report SP - 64p AB - Phase 1 of this project was conducted to better understand the cause of pavement failure under actual traffic loading and environmental conditions. A 1,000-ft. long experimental pavement section was constructed on I-35 in McClain County and was instrumented for field data collection. The test section was designed to fail in a relatively short period of time under heavy interstate traffic. After approximately four years (from 2008 to 2012) of exposure to continuous interstate traffic and environment, the test section experienced significant rutting but no fatigue cracking. Therefore, the funding agency decided to monitor the test section for two additional years (from 2012 to 2014) as part of Phase 2 of the project. Additionally, a need for predicting distresses (i.e., rut, based on the site-specific data) using the Mechanistic Empirical Pavement Design Guide (MEPDG) software was expressed. In Phase 2 of this project, the quarterly field testing (falling weight deflectometer (FWD), rut measurements, roughness measurements, and crack mapping) was performed on a quarterly basis. Also, the weekly downloading of traffic data and data processing were performed to allow updating of the rut prediction models developed in Phase 1 of this study. Site-specific (Level 1) input parameters for traffic, climate and materials were developed in this study. Furthermore, the rut prediction models in the MEPDG software were calibrated using the developed input parameters and measured rut depths from the test section. Laboratory tests (Hamburg rut, four point beam fatigue, volumetric properties, etc.) were performed on the extracted samples from the test section. Moreover, the contribution of different pavement layers to total rutting was assessed by a forensic investigation involving cutting full-depth trenches at three selected locations of the test section. KW - Calibration KW - Cracking KW - Field tests KW - Laboratory tests KW - Mechanistic-Empirical Pavement Design Guide KW - Oklahoma KW - Pavement layers KW - Pavement performance KW - Roughness KW - Rutting KW - Test sections KW - Traffic loads UR - http://l92018.eos-intl.net/elibsql16_L92018_Documents/FHWA-OK-15-02%202200%20Zaman.pdf UR - https://trid.trb.org/view/1370758 ER - TY - RPRT AN - 01577861 AU - Raghunathan, Deepak AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Louisiana Demonstration Project: Maree Michel & Creek Bridges GRS-IBS Project PY - 2015/04//Final Technical Brief AB - As a part of the Highways for LIFE initiative, the Federal Highway Administration (FHWA) provided a $376,572 grant to the Louisiana Department of Transportation and Development (LADOTD) to replace two structurally deficient bridges over the Maree Michel Creek & Unnamed Creek. The bridge over the Unnamed Creek was a 24.1-foot by 20-foot treated timber trestle bridge, while the bridge over Maree Michel Creek was a 23.9-foot by 59-foot treated timber trestle bridge. The project was located on LA 91 in Vermilion Parish, between Gueydan to the north and the White Lake Conservation Area to the south. The small-scale project was intended to eliminate costs from the use of pile foundations by replacing two structurally deficient bridges over the Maree Michel Creek and Unnamed Creek. This project, selected and included into the Preservation Bridge (On System) Program for fiscal year 2012-2013, was a pilot for geosynthetic reinforced soil-integrated bridge system (GRS-IBS) construction. GRS-IBS and prefabricated bridge elements and systems (PBES) were the two innovations on this project. The project was let on August 14, 2013, and the construction began in November, 2014. The project is expected to be completed by August, 2015. The total construction costs incurred by LADOTD on this project, including mobilization and traffic control, were $3,062,056.10. The mobilization costs were $280,000.00, and the traffic control costs were $20,000. KW - Bridge construction KW - Bridge design KW - Bridge replacement KW - Costs KW - Demonstration projects KW - Geosynthetics KW - Highways for LIFE KW - Integral abutments KW - Louisiana KW - Mechanically stabilized earth KW - Prefabricated bridges KW - Technological innovations KW - Wooden bridges UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Louisiana-HfL-Vermilion-Parish%20Creeks-Techbrief_Final.pdf UR - https://trid.trb.org/view/1370464 ER - TY - RPRT AN - 01577856 AU - Bhajandas, Amar AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Maine Demonstration Project – Hotel Road (Littlefields Bridge) Replacement Using Superstructure Slide-In Technology PY - 2015/04//Final Report SP - 65p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Maine Department of Transportation was awarded a $580,000 grant to demonstrate the use of proven, innovative technologies for accelerated bridge removal and replacement. This report documents accelerated bridge construction techniques using prefabricated bridge elements and slide-in technology to replace Littlefields Bridge over Little Androscoggin River in Auburn. This report documents project/site challenges, construction details, use of glass fiber reinforced polymer rebars, use of precast elements for structural components, use of innovative incentive/disincentives to relocate utilities in an efficient and effective manner, and deployment of horizontal slide-in technology that did not require special equipment or specialty subcontractors. Under conventional construction methods, the project would have taken 4 months to build and would have required the construction of a temporary roadway and two-lane temporary bridge to channel traffic during construction. This would have required acquisition of right-of-way and relocation of residents. However, using precast elements and horizontal slide-in technology, the impact of the project’s construction was reduced to 33 days, during which the bridge was closed and traffic detoured. With its broader width, jointless construction, precast materials fabricated in a controlled environment, and high-performance deck reinforcement, the bridge is expected to demand less maintenance, last longer, and provide safer passage to the more than 10,000 daily users, including the many bicyclists who use this road. The project cost was about the same as the expected cost if conventional methods were used, but the innovative option resulted in an additional user cost savings of $59,795. Nonetheless, this experience provides Maine Department of Transportation personnel with an additional tool to rapidly renew and replace bridges. Because of the success of this project, Maine plans to use the horizontal slide-in technology on future projects where it is feasible and appropriate for conditions. KW - Bridge construction KW - Bridge replacement KW - Cost effectiveness KW - Demonstration projects KW - Glass fiber reinforced polymer rebars KW - Highways for LIFE KW - Jointless bridges KW - Lewiston-Auburn (Maine) KW - Maine KW - Prefabricated bridges KW - Slide-in technology KW - Technological innovations KW - Utility relocation UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Maine-HfL-Littlefields_Final.pdf UR - https://trid.trb.org/view/1370466 ER - TY - RPRT AN - 01574112 AU - Lau, Michael C AU - Roof, Christopher J AU - Fleming, Gregg G AU - Rapoza, Amanda S AU - Boeker, Eric R AU - McCurdy, David A AU - Shepherd, Kevin P AU - Volpe National Transportation Systems Center AU - National Aeronautics and Space Administration TI - Behind Start of Take-off Roll Aircraft Sound Level Directivity Study – Revision 1 PY - 2015/04//Final Report SP - 89p AB - The National Aeronautics and Space Administration (NASA), Langley Research Center (LaRC) and the Environmental Measurement and Modeling Division of the United States Department of Transportation’s John A. Volpe National Transportation Systems Center (Volpe) conducted a noise measurement study to examine the sound level directivity pattern behind aircraft start-of-takeoff roll. This report discusses the procedures and methodologies used to measure and quantify data acquired from the Study. This is a revision to the December 2012 that addresses a rounding error in equation 4 (Section 5.4) and the supporting text in Section 5 and Appendix F. KW - Aircraft KW - Aircraft noise KW - Airport noise KW - Data analysis KW - Directivity pattern KW - Methodology KW - Sound level KW - Takeoff UR - http://ntl.bts.gov/lib/46000/46600/46667/DOT-VNTSC-NASA-12-01.pdf UR - https://trid.trb.org/view/1363777 ER - TY - RPRT AN - 01570405 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Performance Measurement PY - 2015/04 SP - 40p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This White Paper focuses on Performance Measurement as one of the central dimensions of capability needed to support effective transportation systems management and operations – including collaboration with public safety agencies, metropolitan planning organizations (MPOs), local government, and public-private partnerships. The Paper summarizes the TSM&O state-of-the-practice based on the Workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of SHRP 2 Implementation. KW - Assessments KW - Best practices KW - Capability Maturity Model KW - Cooperation KW - Implementation KW - Performance measurement KW - State of the practice KW - Strategic Highway Research Program 2 KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/perfmeas/perfmea.pdf UR - http://ntl.bts.gov/lib/55000/55200/55246/perfmea.pdf UR - https://trid.trb.org/view/1359501 ER - TY - RPRT AN - 01570322 AU - Maloney, Thomas AU - Tan, Jonathan AU - Cheok, Mun AU - Federal Aviation Administration TI - Fire Behavior of E-Tablets Stored in Aircraft Galley Carts PY - 2015/04//Technical Note SP - 51p AB - The use of electronic-tablets (e-tablets) as replacements for conventional in-flight entertainment systems has gained popularity among airlines globally. Innovative methods of storing and charging e-tablets in galley carts have been suggested or are already in service with some airlines. The danger of thermal runaway in the lithium-ion-pouch batteries that are used in these e-tablets is well known, but the potential fire hazard resulting from e-tablets being stored and charged in galley carts or a similar enclosure has not been established. To examine this potential fire hazard, the Civil Aviation Authority of Singapore and the Federal Aviation Administration conducted a series of tests to investigate the behavior of e-tablet fires. Tests were conducted within a galley cart and thermal runaway of the e-tablet lithium-ion-pouch battery was initiated by either a heat plate or an external alcohol fire. The arrangement of e-tablets inside the galley cart followed the typical methods of storage proposed by airlines and design organizations. The objectives of the tests were to determine a suitable storage configuration for the e-tablets, which would prevent the propagation of thermal runaway, and to determine the effect that thermal runaway would have on a typical galley cart. Ten tests were conducted. The results of these tests showed the potential fire hazards associated with bulk storage of e-tablets in a galley cart or similar enclosure. Additional work is recommended to determine the desirable features of galley carts to contain a lithium battery fire and prevent the danger associated with fire, smoke intensity, and explosion. KW - Airplanes KW - Equipment KW - Fires KW - Flammability tests KW - Inflight entertainment KW - Lithium batteries KW - Tablet computers UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn14-40.pdf UR - http://ntl.bts.gov/lib/55000/55200/55277/tctn14-40.pdf UR - https://trid.trb.org/view/1360037 ER - TY - RPRT AN - 01570308 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Business Processes PY - 2015/04 SP - 44p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This white paper focuses on Business Processes as one of the central dimensions of capability needed to support effective TSM&O, including planning, programming, and project development. It summarizes the TSM&O state-of-the-practice based on the workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of the SHRP 2 Implementation Assistance Program. KW - Assessments KW - Best practices KW - Business practices KW - Capability Maturity Model KW - Implementation KW - State of the practice KW - Strategic Highway Research Program 2 KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/busprocess/buspro.pdf UR - http://ntl.bts.gov/lib/55000/55200/55242/buspro.pdf UR - https://trid.trb.org/view/1359499 ER - TY - RPRT AN - 01570302 AU - Young, Jessica AU - Kee, Marie AU - Young, Christina AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Effects of Future Space Vehicle Operations on a Single Day in the National Airspace System: A Fast-Time Computer Simulation PY - 2015/04//Technical Note SP - 70p AB - This document describes the objectives, methods, analyses, and results of a study used to quantify the effects of future space operations on the National Airspace System (NAS), and to demonstrate the possible benefits of one proposed strategy to minimize these impacts. The Federal Aviation Administration’s (FAA) Concept Analysis Branch used fast-time computer simulation to identify changes to flight delay, flight distance, fuel burn, and sector throughput caused by increased space vehicle (SV) operations forecasted for 2018 and 2025. Researchers then collaborated with Stanford University to run additional scenarios demonstrating the potential benefits of using dynamic airspace closures designed by the university’s Aerospace Design Lab. Results will be used to support the Space Vehicle Operations (SVO) program in defining the problem statement and requirements for procedural and automation changes in the Next Generation Air Transportation System (NextGen). Two sets of fast-time simulation scenarios were run to quantify changes in NAS efficiency and capacity metrics. The first set of scenarios simulated future traffic and SV operations using current air traffic control procedures, while the second set of scenarios simulated a proposed procedural change using Stanford’s 4D Compact Envelopes. Each set of simulated scenarios varied two factors: forecasted traffic year and level of SV operations. NAS traffic levels forecasted for 2018 and 2025 in the Terminal Area Forecast (TAF) were simulated to capture changes in NAS performance with increased amounts of traffic. Researchers from the FAA’s Concept Analysis Branch and Stanford University worked with the SVO program lead to define three levels of SV operations in 2018 and 2025 based on predictions made by the FAA’s Office of Commercial Space Transportation. SV operation levels of low, medium and high were simulated for each forecasted traffic year; this variability was included to account for the uncertainty of the commercial space industry’s future success and demand. KW - Air traffic KW - Commercial space transportation KW - Flight delays KW - National Airspace System KW - Next Generation Air Transportation System KW - Simulation KW - Spacecraft UR - http://www.tc.faa.gov/its/worldpac/techrpt/tctn15-14.pdf UR - http://ntl.bts.gov/lib/55000/55200/55278/tctn15-14.pdf UR - https://trid.trb.org/view/1360036 ER - TY - RPRT AN - 01570298 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Collaboration PY - 2015/04 SP - 40p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This white paper focuses on Collaboration as one of the central dimensions of capability needed to support effective TSM&O, including collaboration with public safety agencies, metropolitan planning organizations (MPOs), local governments, and public-private partnerships. It summarizes the TSM&O state-of-the-practice based on the workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of the SHRP 2 Implementation Assistance Program. KW - Assessments KW - Best practices KW - Capability Maturity Model KW - Cooperation KW - Implementation KW - State of the practice KW - Strategic Highway Research Program 2 KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/collaboration/coll.pdf UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/collaboration/index.htm UR - http://ntl.bts.gov/lib/55000/55200/55243/coll.pdf UR - https://trid.trb.org/view/1359504 ER - TY - RPRT AN - 01570294 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Culture PY - 2015/04 SP - 42p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This white paper focuses on Culture as one of the central dimensions of capability needed to support effective TSM&O including understanding and internalization of the business case, leadership via in-reach and outreach, and development of supporting policy, program and authorities. It summarizes the TSM&O state-of-the-practice based on the workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of the SHRP 2 Implementation Assistance Program. KW - Assessments KW - Best practices KW - Capability Maturity Model KW - Culture (Social sciences) KW - Implementation KW - State of the practice KW - Strategic Highway Research Program 2 KW - Transportation departments KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/culture/cul.pdf UR - http://ntl.bts.gov/lib/55000/55200/55244/cul.pdf UR - https://trid.trb.org/view/1359502 ER - TY - RPRT AN - 01570290 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Organization and Staffing PY - 2015/04 SP - 44p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This White Paper focuses on Organization and Staffing as one of the central dimensions of capability needed to support effective TSM&O – including program status, organizational structure and staff development, and recruitment and retention. It summarizes the TSM&O state-of-the-practice based on the workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of the SHRP 2 Implementation Assistance Program. KW - Assessments KW - Best practices KW - Capability Maturity Model KW - Implementation KW - Organization KW - Selection and appointment KW - State of the practice KW - Strategic Highway Research Program 2 KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/orgstaff/orgstaf.pdf UR - http://ntl.bts.gov/lib/55000/55200/55245/orgstaf.pdf UR - https://trid.trb.org/view/1359503 ER - TY - RPRT AN - 01570278 AU - van Es, Gerard W H AU - van der Geest, Peter J AU - Cheng, Andrew AU - Stimson, Don AU - National Aerospace Laboratory, Netherlands AU - Federal Aviation Administration AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Aircraft Performance in Slippery Runway Conditions: A Simulation Study of the Accuracy and Limitations of Real-Time Runway Friction Estimation Based on Airplane Onboard Data PY - 2015/04//Final Report SP - 97p AB - Runway overrun accidents occurring during landings in slippery conditions continue to occur frequently worldwide. After a number of specific landing overrun accidents in the U.S., the National Transportation Safety Board (NTSB) issued a safety recommendation to investigate the technical and operational feasibility of outfitting transport category airplanes with equipment and procedures required to routinely calculate, record, and convey the airplane’s braking ability. In this context, this study developed an algorithm for real-time onboard runway friction estimation. The algorithm was demonstrated in a high-fidelity simulation test that applied data and knowledge of detailed aerodynamic and engine models to represent a specific regional jet. The primary objective was to evaluate the impact of measurement and modeling errors to the runway friction estimation obtained from the algorithm. The simulation showed that onboard runway friction estimation can provide an accuracy of approximately ±5%; measuring errors based on realistic sensor noise and bias. However, to achieve such performance, a fairly precise estimate of instantaneous thrust, weight, and drag is required. It was noted that 1% of inaccuracy in these quantities translates directly into at least a 1% estimate error. A representative model of the ground effect is also critical to the estimation accuracy. Nevertheless, errors in the calculation of aerodynamic lift and pitching moment seemed to be negligible. The results of this study can be further used to define an operational concept in line with the recommendation of the NTSB. KW - Airport runways KW - Algorithms KW - Data collection KW - Feasibility analysis KW - Friction KW - Real time information KW - Runway overruns KW - Simulation KW - Slipperiness UR - http://www.tc.faa.gov/its/worldpac/techrpt/tc14-32.pdf UR - http://ntl.bts.gov/lib/55000/55200/55276/tc14-32.pdf UR - https://trid.trb.org/view/1360035 ER - TY - RPRT AN - 01570250 AU - Federal Highway Administration TI - Improving Transportation Systems Management and Operations (TSM&O): Capability Maturity Model Workshop White Paper: Systems and Technology PY - 2015/04 SP - 36p AB - Research done through the Second Strategic Highway Research Program (SHRP 2) determined that agencies with the most effective transportation systems management and operations (TSM&O) activities were differentiated not by budgets or technical skills alone, but by the existence of critical processes and institutional arrangements tailored to the unique features of TSM&O applications. The significance of this finding has been validated in 40 State and regional self-assessment workshops using the Capability Maturity Model (CMM) and its six dimensions of organizational capabilities. This White Paper focuses on Systems and Technology as one of the central dimensions of capability needed to support effective transportation systems management and operations – including collaboration with public safety agencies, metropolitan planning organizations (MPOs), local government, and public-private partnerships. The Paper summarizes the TSM&O state-of-the-practice based on the Workshops and subsequent implementation plans developed at 23 sites selected by the Federal Highway Administration (FHWA) and the American Association of State Highway and Transportation Officials (AASHTO) as part of SHRP 2 Implementation. KW - Assessments KW - Best practices KW - Capability Maturity Model KW - Implementation KW - Intelligent transportation systems KW - State of the practice KW - Strategic Highway Research Program 2 KW - Technology KW - Transportation operations KW - Transportation system management KW - Workshops UR - http://www.ops.fhwa.dot.gov/docs/cmmwhitepapers/systech/systech.pdf UR - http://ntl.bts.gov/lib/55000/55200/55247/systech.pdf UR - https://trid.trb.org/view/1359500 ER - TY - RPRT AN - 01567446 AU - Deng, Jun AU - Castro, Marisol AU - Bhat, Chandra R AU - University of Texas, Austin AU - Texas A&M Transportation Institute AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - A Novel Approach to Modeling and Predicting Crash Frequency at Rural Intersections by Crash Type and Injury Severity Level PY - 2015/04 SP - 58p AB - Safety at intersections is of significant interest to transportation professionals due to the large number of possible conflicts that occur at those locations. In particular, rural intersections have been recognized as one of the most hazardous locations on roads. However, most models of crash frequency at rural intersections, and road segments in general, do not differentiate between crash type (such as angle, rear-end or sideswipe) and injury severity (such as fatal injury, non-fatal injury, possible injury or property damage only). Thus, there is a need to be able to identify the differential impacts of intersection-specific and other variables on crash types and severity levels. This report builds upon the work of Bhat et al. (2014) to formulate and apply a novel approach for the joint modeling of crash frequency and combinations of crash type and injury severity. The proposed framework explicitly links a count data model (to model crash frequency) with a discrete choice model (to model combinations of crash type and injury severity), and uses a multinomial probit kernel for the discrete choice model and introduces unobserved heterogeneity in both the crash frequency model and the discrete choice model. The results show that the type of traffic control and the number of entering roads are the most important determinants of crash counts and crash type/injury severity, and the results from the analysis underscore the value of the proposed model for data fit purposes as well as to accurately estimate variable effects. KW - Choice models KW - Crash rates KW - Crash types KW - Forecasting KW - Injury severity KW - Intersections KW - Rural highways UR - http://swutc.tamu.edu/publications/technicalreports/600451-00077-1.pdf UR - https://trid.trb.org/view/1356033 ER - TY - RPRT AN - 01567423 AU - Arizona Department of Transportation AU - Federal Highway Administration TI - The Collaborative Benefits of Using FHWA’s INVEST – Arizona Department of Transportation Sustainability Implementation PY - 2015/04//Final Report SP - 63p AB - The Federal Highways Administration (FHWA) has developed an online mechanism to aid in the development of innovative sustainable practices within a department of transportation. The Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) may be utilized both on a state and local government level to document current best management practices and further analyze potential sustainable designs focused on achieving the Triple Bottom Line goals of meeting economic, environmental and social needs. The tool’s optimal performance is achieved when a collaborative effort is employed within any particular department of transportation. Through discussion of multiple disciplines, INVEST has the potential to transform an agency which may promote higher thinking and efficient use of funding while reaching or exceeding transportation needs. KW - Arizona Department of Transportation KW - Best practices KW - Cooperation KW - Evaluation KW - Infrastructure Voluntary Evaluation Sustainability Tool (INVEST) KW - Plan implementation KW - State departments of transportation KW - Sustainable transportation KW - U.S. Federal Highway Administration UR - https://www.sustainablehighways.org/files/1210.pdf UR - https://trid.trb.org/view/1358827 ER - TY - RPRT AN - 01567404 AU - Federal Highway Administration TI - 2014 Urban Congestion Trends: Improved Data for Operations Decision Making PY - 2015/04 SP - 8p AB - The Federal Highway Administration (FHWA) produces the Urban Congestion Trends report to document the current state of congestion and reliability in the largest urban areas in the United States and to highlight relevant operational strategies and performance management approaches that state and local transportation agencies are implementing successfully. Overall, congestion has increased from 2013 to 2014. The focus of this report is how operating the highway system can help address growing congestion. Understanding how the transportation system is operating through monitoring and measuring performance is a vital aspect of performance management, a new approach that is being implemented in part through the Moving Ahead for Progress in the 21st Century Act (MAP-21) Performance Management requirements. UCR and this report demonstrate one approach to calculating these metrics with the newly available National Performance Management Research Data Set (NPMRDS), which includes actual, observed travel times on the National Highway System (NHS) and is available for use by state departments of transportation (DOTs) and metropolitan planning organizations (MPOs) for their performance management activities. This report includes examples of the use of NPMRDS data for creating the FHWA's Urban Congestion Report (UCR) and in one state DOT as well as case studies that highlight innovative ways states and communities throughout the United States have implemented effective operations and measured the impacts on congestion. This report concludes with a discussion of performance measure scalability and target setting, an important aspect of performance management. KW - Case studies KW - Decision making KW - Highway operations KW - Moving Ahead for Progress in the 21st Century Act (MAP-21) KW - National Performance Management Research Data Set (NPMRDS) KW - Performance measurement KW - Traffic congestion KW - Traffic data KW - Traffic mitigation KW - Trend (Statistics) KW - United States KW - Urban areas UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15006/fhwahop15006.pdf UR - https://trid.trb.org/view/1356905 ER - TY - RPRT AN - 01567376 AU - Saat, M R AU - Bedini-Jacobini, F AU - Tutumluer, E AU - Barkan, C P L AU - University of Illinois, Urbana-Champaign AU - Federal Railroad Administration AU - Federal Railroad Administration TI - Identification of High-Speed Rail Ballast Flight Risk Factors and Risk Mitigation Strategies PY - 2015/04//Final Report SP - 77p AB - The phenomenon of flying ballast is well-documented in high-speed rail operations. Displaced ballast particles from the track bed may cause damage to rolling stock as well as the track infrastructure, and wayside structures close to the right of way of the railroad. This report provides comprehensive information to help identify potential causes and hazard consequences of ballast flight, determine potential risk mitigation strategies, and define the relevance of ballast flight risks in the current and planned U.S. passenger rail system. This report presents and discusses a conceptual risk framework, which covers factors that contribute to flying ballast and the consequences of flying ballast based on the location of interest. Five relevant risk factors for flying ballast are identified: operating speed, train design, dynamic load, track maintenance, and high winds. KW - Ballast (Railroads) KW - Hazard mitigation KW - High speed rail KW - Risk analysis KW - United States UR - http://ntl.bts.gov/lib/55000/55100/55193/TR_Identification_of_Ballast_Flight_Risk_20140708_final.pdf UR - https://trid.trb.org/view/1358573 ER - TY - RPRT AN - 01567340 AU - Huang, Yan AU - Wang, Qian AU - University of North Texas, Denton AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Existing Smartphone Applications and Data Needs for Travel Surveys PY - 2015/04//Technical Report SP - 88p AB - Current and reliable data on traffic movements play a key role in transportation planning, modeling, and air quality analysis. Traditional travel surveys conducted via paper-and-pencil or computer-aided are costly, time consuming, and labor intensive for survey conductors; and place significant burden to the survey participants. Furthermore the accuracy and completeness are susceptible to participants’ after-fact memory. On the other hand, smartphones are an integral part of daily life for many people in the world today. According to the Pew Internet & American Life Project’s survey, in May 2011, 83% of U.S. adults have a cell phone and 42% of them own a smartphone. Many people today interact with their cell phones constantly to some degree through checking messages or emails, playing games, and talking. Smartphone applications have a great potential to lower the costs, reduce the burden, and increase the accuracy and completeness of travel surveys. This project evaluated existing smartphone applications for conducting travel surveys. The project compiled a list of the pioneering smartphone travel survey efforts and lessons learned, compared them, and analyzed their applicability to serve Texas Department of Transportation (TxDOT) survey needs. The project identified and installed a list of smartphone travel survey applications to thoroughly evaluate and compare their capabilities. The project summarized and classified the data elements collected by TxDOT surveys and built a prototype smartphone household survey app to validate that all the survey data can be collected using smartphones. The project discussed the opportunities and challenges in fully realizing the potential of using smartphone applications for travel surveys. KW - Data collection KW - Evaluation KW - Mobile applications KW - Smartphones KW - Texas Department of Transportation KW - Travel surveys UR - http://tti.tamu.edu/documents/0-6767-1.pdf UR - https://trid.trb.org/view/1356034 ER - TY - RPRT AN - 01567324 AU - Patnaik, Anil AU - Liang, Robert AU - Musa, Abdisa AU - Marchetty, Srikanth AU - University of Akron AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Rockfall Concrete Barrier Evaluation and Design Criteria PY - 2015/04//Final Report SP - 278p AB - Rockfall is the movement of rocks down a slope which may be in the form of freefall, bouncing, rolling and sliding based on the characteristics of slopes and nature of rocks. When the rockfalls reach the roadway, they are hazardous to roadway users. Standardized precast concrete barriers (PCB) or cast-in-place (CIP) concrete barriers are commonly used by Ohio Department of Transportation (ODOT) to protect the affected highways against rockfall hazards. Impact tests were conducted on full-scale PCB and CIP concrete barriers to determine the impact resistance of these types of barriers against rockfall. Manufactured or natural rocks of different sizes and shapes were dropped from ranges of drop heights based on the desired impact energy to capture the performance of these barriers under impact loading. Current ODOT standard details were modified to improve the impact resistance of such barriers. The test results indicated that impact energy absorption capacity of the revised barriers can be increased by more than 100% compared to that of the barriers with the current ODOT standard details. The rollout tests were conducted on three different slopes with CIP concrete barriers constructed at the bottom of these slopes. The first slope was made to an inclination of 30 degrees, the second slope with 45 degrees, and the third slope with 55 degrees. The test rocks were dropped on the top of the slope to roll down and impact the concrete barriers constructed along a ditch at the bottom of the slope. The impacting velocities, the trajectories of the rocks while rolling down the slopes and bounce heights were digitally captured with high speed cameras. The results obtained from rockfall simulation programs such as CRSP were validated using the field measurements obtained from these rollout tests. The results indicated that the predictions obtained from rockfall computer simulation programs generally underestimate the bounce heights and velocities, and consequently the energies delivered by the rocks at the impact location. KW - Barriers (Roads) KW - Cast in place concrete KW - Design KW - Energy absorption KW - Evaluation KW - Field tests KW - Impact tests KW - Ohio KW - Precast concrete KW - Rockfalls KW - Simulation UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12501 UR - https://trid.trb.org/view/1356976 ER - TY - RPRT AN - 01565358 AU - Rasmussen, Benjamin K AU - Andrew, James AU - Simmons, Erica AU - Epstein, Alex AU - Colton, Paige AU - Daddio, David AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - U.S. Fish and Wildlife Service AU - Bureau of Land Management TI - Integrating Climate Change in Transportation and Land Use Scenario Planning: An Example from Central New Mexico PY - 2015/04//Final Report SP - 81p AB - The Central New Mexico Climate Change Scenario Planning Project, an Interagency Transportation, Land Use, and Climate Change Initiative, utilized a scenario planning process to develop a multiagency transportation- and land use-focused development strategy for the Albuquerque region of New Mexico to achieve a reduction in future greenhouse gas emissions and to prepare for the potential impacts of climate change on the region. The outcomes of this scenario planning process informed and supported the region’s long-range transportation planning and other related efforts as well as the planning efforts of local, State, and Federal agencies. Project members collaborated to document steps and offer observations and recommendations that will inform future applications of the project’s methodology. This information is presented in this report, and the appendices provide supporting documentation. Lead project sponsor was the Federal Highway Administration, with cosponsors the Bureau of Land Management, the Fish & Wildlife Service, and the National Park Service. KW - Albuquerque (New Mexico) KW - Climate change KW - Forecasting KW - Greenhouse gases KW - Land use planning KW - Recommendations KW - Transportation planning UR - http://ntl.bts.gov/lib/54000/54900/54982/CCSP_Project_Report_Final_Report.pdf UR - https://trid.trb.org/view/1355718 ER - TY - RPRT AN - 01565351 AU - Federal Motor Carrier Safety Administration TI - The Commercial Vehicle Information Systems and Networks Program, 2013 PY - 2015/04 SP - 13p AB - The Commercial Vehicle Information Systems and Networks (CVISN) grant program supports the Federal Motor Carrier Safety Administration’s (FMCSA’s) safety mission by providing grant funds to States to: (1) Improve safety and productivity of motor carriers, commercial motor vehicles (CMVs), and their drivers. (2) Improve the efficiency and effectiveness of CMV safety programs through targeted enforcement. (3) Improve CMV data sharing within States and between States and FMCSA. (4) Reduce Federal, State, and industry regulatory and administrative costs. KW - Commercial vehicles KW - CVISN (Program) KW - Data sharing KW - Government funding KW - Information systems KW - States KW - Trucking safety UR - http://ntl.bts.gov/lib/54000/54900/54925/2013_CVISN_Annual_Report-508c.pdf UR - https://trid.trb.org/view/1355722 ER - TY - RPRT AN - 01565350 AU - Federal Motor Carrier Safety Administration TI - Large Truck and Bus Crash Facts 2013 PY - 2015/04 SP - 120p AB - This annual edition of Large Truck and Bus Crash Facts contains descriptive statistics about fatal, injury, and property damage only crashes involving large trucks and buses in 2013. Selected crash statistics on passenger vehicles are also presented for comparison purposes. The report is organized into four chapters: Trends, Crashes, Vehicles, and People. The Trends chapter shows data for 2013 in the context of available historical data for past years. In the other chapters, the 2013 data are shown in different ways, according to what is being counted. Three-year trends in fatal crashes are presented for historical perspective when appropriate. The Crashes chapter counts numbers of crashes; the Vehicles chapter counts vehicles in crashes; and the People chapter counts persons of all types involved in crashes. KW - Bus crashes KW - Crash injuries KW - Crash rates KW - Fatalities KW - Loss and damage KW - Trend (Statistics) KW - Truck crashes UR - http://ntl.bts.gov/lib/54000/54800/54849/Large-Truck-and-Bus-Crash-Facts-2013.pdf UR - https://trid.trb.org/view/1355721 ER - TY - RPRT AN - 01565347 AU - King, William "Bill" AU - Mata, David AU - Cooper, Samuel B AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Evaluation of Rutting Distresses on I-20 Near Minden, LA PY - 2015/04//Technical Assistance Report SP - 29p AB - Noticeable rutting issues have been a problem for many years on a corridor of I-20, in both eastbound and westbound lanes, located near Minden, Louisiana and near the Webster-Bienville parish line. At the request of the Department of Transportation and Development (DOTD) designers and District 04 engineers, the Louisiana Transportation Research Center (LTRC) asphalt research group performed a small scale forensic evaluation in December 2014. The request was made because a reconstruction project is planned and scheduled in an attempt to remediate the rutting issues observed. Evaluation of the site and asphalt cores retrieved showed considerable deterioration of the binder course due to its moisture susceptibility and due to inadequate moisture drainage. The support structure of the road was damaged and settling occurred on the surface layers causing severe rut issues. Based on these findings, full depth rehabilitation of the asphalt pavement is recommended. Additional breaking of the original Joint Reinforced Concrete Pavement (JRCP) should be performed in various areas of the old test sections. In addition, it is recommend that the current underdrain system be removed and replaced. KW - Asphalt concrete pavements KW - Binder course KW - Cores (Specimens) KW - Evaluation KW - Minden (Louisiana) KW - Moisture damage KW - Pavement distress KW - Recommendations KW - Rutting UR - https://www.ltrc.lsu.edu/pdf/2015/tar_1402TAB.pdf UR - https://trid.trb.org/view/1355100 ER - TY - RPRT AN - 01565342 AU - Finley, Melisa D AU - Songchitruksa, Praprut AU - Jenkins, Jacqueline AU - Texas A&M Transportation Institute AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Evaluation of Alternative Methods of Temporary Traffic Control on Rural One-lane, Two-way Highways PY - 2015/04//Final Report SP - 68p AB - This report describes the methodology and results of analyses performed to identify and evaluate alternative methods for rural, one-lane, two-way temporary traffic control for maintenance operations. Researchers assessed the state-of-the-practice, conducted field studies, compared agency costs and benefits, and conducted a motorist delay analysis. Based on the findings of this research, the research team recommended that the Ohio Department of Transportation (ODOT) use red/yellow lens automated flagger assistance devices (AFADs) and portable traffic signals (PTSs), when appropriate, to control traffic approaching the one-lane section of a two-lane highway. AFADs are most suitable for short-term stationary operations that last a few hours up to one day. Due to their smaller size, AFADs are best suited for narrow roadways with limited to no shoulders. As the work duration increases, PTSs become a viable option. Due to the additional time it takes to deploy and setup PTSs, the work activity should last at least a half a day. Due to their larger size, PTSs are best suited for higher volume roadways with shoulders and relatively flat side slopes. Traditional flagging procedures should still be used at maintenance operations where these devices are not suitable due to work duration or other site/work characteristics. KW - Automated flagger assistance devices KW - Benefit cost analysis KW - Evaluation KW - Field studies KW - Flaggers KW - Lane closure KW - Ohio KW - Portable equipment KW - Rural highways KW - State of the practice KW - Traffic control devices KW - Work zone traffic control UR - http://cdm16007.contentdm.oclc.org/cdm/ref/collection/p267401ccp2/id/12485 UR - https://trid.trb.org/view/1355565 ER - TY - RPRT AN - 01565336 AU - Tison, Julie AU - Nichols, James L AU - Casanova-Powell, Tara AU - Chaudhary, Neil K AU - Preusser Research Group, Incorporated AU - National Highway Traffic Safety Administration TI - Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics PY - 2015/04//Final Report SP - 35p AB - SCRAM (Secure Continuous Remote Alcohol Monitoring) is an ankle bracelet that conducts transdermal readings by sampling alcohol vapor just above the skin or insensible perspiration. It provides continuous monitoring of sobriety. The impact of SCRAM on the rate of repeat drinking and driving offenses (i.e., recidivism) was assessed for the first two years following arrest for 837 offenders in Wisconsin (avg. 85 days on SCRAM) and 672 offenders in Nebraska (avg. 87 days on SCRAM). SCRAM offenders, as compared to a Comparison group, recidivated (i.e. were rearrested for an alcohol offense), at higher rates in both states (7.6% versus 6.2% in WI; 9.8% versus 7.7% in NE, neither of which were statistically significant). However, there was virtually no recidivism while on SCRAM and those SCRAM offenders who did recidivate did so at a later time (360 days from original arrest for SCRAM versus 271 days for the Comparison group in WI, p<.05; 458 versus 333 in NE, p<.01). It was felt that the SCRAM population may represent a particularly high risk group of offenders (not fully controlled for in the current study) thus higher long-term recidivism was expected. However, SCRAM did delay recidivism even for this high risk group. KW - Continuous alcohol monitoring devices KW - Drunk drivers KW - Drunk driving KW - Evaluation KW - Monitoring KW - Nevada KW - Recidivism KW - Repeat offenders KW - Secure Continuous Remote Alcohol Monitoring (SCRAM) KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812143-SCRAMRecidivismRatesReport.pdf UR - https://trid.trb.org/view/1355559 ER - TY - RPRT AN - 01565331 AU - Ashlock, Jeramy C AU - Phares, Brent AU - Lu, Ji AU - Iowa State University, Ames AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Evaluation of Air-Coupled Impact-Echo Test Method PY - 2015/04//Final Report SP - 99p AB - This report presents an experimental and computational study on the recently-developed air-coupled impact-echo (IE) nondestructive testing (NDT) method, in which microphones replace the traditional physically-coupled IE sensors. To develop an optimum testing system and verify the new method, two concrete plates were tested in the laboratory, one of which was a solid concrete slab, and the other was a mock-up reinforced concrete bridge deck with artificial defects. An IE testing system was developed using a custom program written in LabVIEW. The accuracy and feasibility of the air-coupled test method to determine the solid thickness of concrete structures and to detect defects or flaws, such as delaminations or voids, were verified by comparing test results obtained via the air-coupled and physically-coupled sensors. When using the air-coupled IE method in practice, ambient noise generated by wind, traffic, and machinery will be sensed by the microphones and therefore reduce the signal to noise ratio of the data. Additionally, a portion of the acoustic energy generated by the impacts during testing will be lost due to the mismatch in acoustic impedance between concrete and air. To address these problems, a parabolic reflector and a sound isolation enclosure were studied and found to improve the quality of recorded signals compared to using a microphone alone. Finite element method (FEM) based numerical simulations were conducted using COMSOL Multi-physics software to understand the mechanics of the air-coupled IE test, determine the optimum geometry for the parabolic reflector, and investigate the effects of the microphone height. Signal filtering techniques including band-pass, high-pass, and adaptive filters were implemented in MATLAB for post-processing the test data. High-pass filters were found useful for minimizing measured ambient traffic and wind noise, which was determined to be primarily below 2 kHz. Two-dimensional (2D) IE scanning tests were conducted on the bridge deck with artificial defects to locate the defect positions by the air-coupled and physically coupled test methods. Results obtained by these two methods are in good agreement, demonstrating the accuracy and feasibility of the aircoupled IE test method. KW - Bridge decks KW - Concrete KW - Feasibility analysis KW - Finite element method KW - Impact echo tests KW - Laboratory tests KW - Microphones KW - Nondestructive tests KW - Sensors KW - Simulation KW - Structural health monitoring UR - http://www.intrans.iastate.edu/research/documents/research-reports/air-coupled_impact-echo-test_method_eval_w_cvr.pdf UR - https://trid.trb.org/view/1355567 ER - TY - SER AN - 01564446 JO - TRAFFIC TECH PB - National Highway Traffic Safety Administration TI - Comparative Study and Evaluation of SCRAM Use, Recidivism Rates, and Characteristics PY - 2015/04 SP - 2p AB - Impaired driving continues to cause hundreds of thousands of alcohol-related crashes each year, many resulting in serious injury or death. Many offenders are repeat offenders despite sanctions and court processes that attempt to dissuade offenders from reoffending. A continuous alcohol monitoring (CAM) device may have a role to play when a repeat offender is court-ordered to maintain a state of sobriety. A CAM device typically consists of an ankle bracelet that conducts alcohol readings by sampling perspiration on the skin. Secure continuous remote alcohol monitoring (SCRAM) refers to a device commercially available from Alcohol Monitoring Systems, Inc. (AMS). While there are other CAM devices, SCRAM is currently the most widely used. Data from more than 3,000 drinking-and-driving offenders in Wisconsin and Nevada were explored to evaluate the impact of SCRAM on rates and speed of recidivism. Some similarities were apparent between the two States. Offenders using SCRAM showed higher percentages of recidivism than the control offenders in both States, though the difference was not statistically significant. Despite the higher percentage of recidivism in SCRAM offenders, recidivists using SCRAM tended to take more days to recidivate than the comparison group recidivists. This was true in both States. The two States also differ in the criteria used for assignment to SCRAM and it may be worth revisiting those conditions. Despite differences in the administration of the SCRAM program, both States showed that SCRAM can have a positive impact, if not regarding the occurrence of recidivism, at least regarding the number of days to recidivate. KW - Continuous alcohol monitoring devices KW - Drunk drivers KW - Drunk driving KW - Monitoring KW - Nevada KW - Recidivism KW - Repeat offenders KW - Secure Continuous Remote Alcohol Monitoring (SCRAM) KW - Wisconsin UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812144-SCRAM-RecidivismRates-TrafficTech.pdf UR - https://trid.trb.org/view/1354335 ER - TY - RPRT AN - 01563758 AU - Self, David A AU - Shaffstall, Robert M AU - Mandella, Joseph G AU - Paskoff, Lawrence N AU - White, Vicky AU - Burian, Dennis AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Human Responses to a Simulated 35,000-Foot Instantaneous Decompression and the Subsequent Descent Profile Required by FAA Policy PY - 2015/04//Final Report SP - 20p AB - Sudden decompression of an airliner passenger cabin due to structural failure or damage is unlikely, but it poses a potentially life-threatening event for occupants. The authors investigated a worst-case scenario, where the passenger fails to receive supplemental oxygen during a rapid decompression (RD), and the subsequent emergency descent to 25,000 ft required by Federal Aviation Administration (FAA) policy. The research question was whether an individual’s oxygen stores will be depleted prior to the aircraft descending to an altitude that will permit inward fluxes of oxygen that exceed the resting oxygen consumption requirement. The authors exposed 24 subjects to normobaric instantaneous decompressions to a simulated altitude of 35,000 ft. The peak altitude was maintained for 10 s and then followed by a 5000 ft/min descent to 25,000 ft. Resting oxygen consumption was measured prior to the hypoxia exposure. During each trial, tidal volume, respiratory rate, breath-by breath inhalation, and end-tidal O₂, CO₂, and N₂ tensions were measured and net directional oxygen flux computed. All subjects had an initial reversal of the direction of oxygen flux following the RD that persisted until after the descent commenced with outward flux predominating at higher altitudes of the profile. Return to net inward flux almost always occurred near 29,000 ft, the altitude at which the mixed venous and alveolar PO₂ gradient approximates nil. The inward flux of oxygen approached but never surpassed each subject’s resting oxygen consumption as the altitude approached the 25,000 ft endpoint. Based on the data, the authors used computational methods to predict the O₂ fluxes that would have occurred during normobaric exposures to 40,000 and 45,000 ft, along with Boyle’s law effects expected during an actual rapid decompression. These data are unique, as they are the first to result from actual human exposure to the descent profile required by FAA policy. This research serves to quantitatively define this risk associated with a high altitude decompression, and may be useful in future policy decisions. KW - Airlines KW - Altitude KW - Decompression KW - Descent KW - Human subject testing KW - Oxygen KW - Passengers KW - Simulation UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201508.pdf UR - https://trid.trb.org/view/1353411 ER - TY - RPRT AN - 01563637 AU - Scarborough, Alfretia L AU - Bleckley, M Katherine AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Air Traffic Scenarios Test: Will Modifying the Instructions Change Performance? PY - 2015/04//Final Report SP - 24p AB - The Air Traffic Scenarios Test (ATST) is a low-fidelity radar simulation that is part of the Air Traffic Training and Test (AT-SAT) battery. Past Federal Aviation Administration (FAA) and military research has shown the ATST to be a strong predictor of training success for air traffic control specialists (ATCSs). Because the ATST was such a strong predictor of controller performance, the U.S. Air Force (USAF) was interested in using the ATST as part of its entrance testing selection process for air traffic. However, the current version of the ATST takes about an hour and a half to complete, and is too long for the USAF to use in its present form. In agreement with the FAA, the USAF requested that the FAA shorten (can be completed in less than an hour) the ATST without jeopardizing its reliability and validity. Two studies were conducted to examine whether it would be possible to shorten the ATST. In the preliminary study (Study 1), the authors analyzed data from 391 job applicants that took the AT-SAT during a two-month period. The authors examined scores for efficiency of aircraft movement to destination, safety or maintenance of aircraft separation, and procedural accuracy. Overall, performance changed across trials. Because performance did not consistently increase or decrease across trials, the authors could not simply reduce the number of trials without changing the validity of the test. The authors thought it was possible that, with a more structured approach to designing instructions, performance on the trials might become more consistent, thus allowing the number of trials to be reduced to yield a reduction in total testing time. For Study 2, new interactive instructions were developed. Data were collected from Air Force recruits who were naïve about the ATST. A final sample size of 193 cases was used in the data analysis. Participants spent 6 minutes longer on the modified instructions than on the standard ones; however, both times were substantially less than the currently allotted time of 25 minutes. ATST performance for both groups was poor. Although a profile analysis of the two instruction types showed no significant difference, the multivariate tests for trial revealed a change across trials for the three measures. Additionally, when the authors compared the results of this study with the original sample of ATCS applicants, the authors found large differences in performance that might indicate that the USAF recruits were physically tired and had less motivation to perform well than did other applicants; accordingly, their performance was poorer. In sum, the results of these studies were inconclusive with regard to whether a shorter ATST would be viable as a controller selection instrument. Additional research will be necessary to determine if the modified instructions are beneficial and whether fewer scenarios will maintain similar or improved predictive validity for ATST. KW - Air traffic controllers KW - Air Traffic Scenarios Test KW - Instructions KW - Selection and appointment KW - Test procedures KW - Tests KW - Training UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201507.pdf UR - https://trid.trb.org/view/1353410 ER - TY - RPRT AN - 01563633 AU - Wilson, Bryan T AU - Scullion, Tom AU - Estakhri, Cindy AU - Arellano, Mike AU - Blackmore, Tommy AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Thin Overlay Guidelines: Project Selection, Design, and Construction PY - 2015/04 SP - 16p AB - Thin hot mix asphalt (HMA) overlays are cost-effective, high-performance maintenance treatments. They can be laid at 1.0 to 0.5 inches thick and consist of quality aggregate and binder materials. The costs are generally more (per ton) than conventional overlay mixes; however, due to their thin application they cost less per square yard. This guidebook is based on the publication Austin District’s Guidelines on the Use of Thin Surface Mixes (TSMs). The authors have permission to reuse the content. This publication expands the discussion to other types of thin overlays and incorporates findings from project 0-6742. Sections include: What to look for and avoid in candidate projects; Materials and design; and Tips for successful construction. KW - Austin (Texas) KW - Guidelines KW - Hot mix asphalt KW - Mix design KW - Overlays (Pavements) KW - Pavement design KW - Pavement maintenance KW - Paving UR - http://tti.tamu.edu/documents/0-6742-P1.pdf UR - https://trid.trb.org/view/1353212 ER - TY - SER AN - 01563567 JO - TechBrief PB - Federal Highway Administration AU - Dylla, Heather L AU - Hansen, Kent R TI - Porous Asphalt Pavements with Stone Reservoirs PY - 2015/04 SP - 11p AB - Porous asphalt pavements with stone reservoirs are a multifunctional low impact development (LID) technology, which integrates ecological and environmental goals for a site with land development goals, reducing the net environmental impact for a project. Not only do they provide a strong pavement surface for parking, walkways, trails, and roads; they are designed to manage and treat stormwater runoff. With proper design and installation, porous asphalt pavements can provide a cost-effective solution for stormwater management in an environmentally friendly way. This Technical Brief provides an overview of the benefits, limitations and applications of porous asphalt pavements with stone reservoirs. Considerations for design and construction, as well as maintenance, are discussed. KW - Asphalt mixtures KW - Pavement design KW - Pavement maintenance KW - Paving KW - Porous pavements KW - Stone UR - http://www.fhwa.dot.gov/pavement/asphalt/pubs/hif15009.pdf UR - https://trid.trb.org/view/1352935 ER - TY - RPRT AN - 01563561 AU - Federal Highway Administration AU - Federal Transit Administration TI - A Guide to Transportation Decisionmaking PY - 2015/04//Revised SP - 24p AB - This guide discusses the federally required process for transportation decisionmaking. The Federal role is to provide funds, guidance, and standards. State Departments of Transportation, local governments acting through Metropolitan Planning Organizations, and transit operators make transportation investment decisions. This guide is here to inform you how the transportation decisionmaking process uses your input to create a safer, more efficient transportation system that supports your community. Topics covered include the following: how the decisionmaking starts; the basics of transportation decisionmaking; the government and transportation decisionmaking; transportation plans and programs; putting the plans in place; funding transportation projects; communities and the environment in transportation planning; your role in the planning process; the goals of project development and the National Environmental Policy Act (NEPA) process; documenting decisions; and your role in project development. KW - Communities KW - Decision making KW - Financing KW - Guidelines KW - Handbooks KW - National Environmental Policy Act of 1969 KW - Public participation KW - Transportation planning UR - http://www.planning.dot.gov/documents/GuidetoTransportationDecisionmaking.pdf UR - https://trid.trb.org/view/1352936 ER - TY - RPRT AN - 01563553 AU - Moore, Andrew AU - Williams, Chris AU - Al-Tarafany, Dhiaa AU - Felan, James AU - Massey, Josh AU - Nguyen, Trang AU - Schmidt, Katie AU - Wald, David AU - Bayrak, Oguzhan AU - Jirsa, James AU - Ghannoum, Wassim AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Shear Behavior of Spliced Post-Tensioned Girders PY - 2015/04//Technical Report SP - 219p AB - By its nature a spliced girder must contain a number of post-tensioning tendons throughout its length. The focus of the experimental program described in this dissertation is the evaluation of the strength and serviceability of post-tensioned girders loaded in shear, and, more specifically, how a post-tensioning duct located in the web of a girder affects the shear transfer mechanism of a bulb-tee cross-section. Due to the limited number of tests in the literature conducted on full-scale post-tensioned girders, eleven shear tests were performed on seven prestressed concrete bulb-tee girder specimens. Of these tests, ten were conducted on specimens that contained a post-tensioning duct within their web and additional pretensioning reinforcement in their bottom and top flanges. The remaining shear test was conducted on a control specimen that did not have a post-tensioning tendon but contained the same pretensioning reinforcement as the post-tensioned girder specimens. The behavioral characteristics of these eleven test specimens at service level shear forces and at their ultimate shear strengths were evaluated in regards to five primary experimental variables: (i) the presence of a post-tensioning duct, (ii) post-tensioning duct material (plastic or steel), (iii) web-width, (iv) duct diameter, and (v) the transverse reinforcement ratio. The findings of this experimental study are described in detail within this dissertation, but can be summarized by the following two points. (i) No differences were observed in the ultimate or service level shear behavior in girders containing plastic grouted ducts when compared to those containing steel grouted ducts and (ii) The current procedure of reducing the effective web width to account for the presence of a post-tensioning duct is ineffective because it addresses the incorrect shear transfer mechanism. A method that correctly addresses the reduction in shear strength due to the presence of a post-tensioning duct was developed and verified using the tests performed during this experimental program and tests reported in the literature. KW - Ducts KW - Girder bridges KW - Girders KW - Posttensioning KW - Prestressed concrete KW - Shear strength KW - Shear tests KW - Texas UR - http://library.ctr.utexas.edu/ctr-publications/0-6652-1.pdf UR - https://trid.trb.org/view/1352899 ER - TY - RPRT AN - 01563531 AU - Federal Highway Administration TI - Initial Stage Reference Search: Behavioral Economics and Transportation PY - 2015/04 SP - 30p AB - The initial stage investigation is the beginning step in the Exploratory Advanced Research (EAR) Program process for exploring ideas across traditional and nontraditional fields of research and stimulating new approaches to problem solving. The process starts with a literature review and reference scanning to get a better understanding of active research in a particular topic area. This reference search identified published literature between 2012 and 2013 focusing on behavioral economics and transportation safety. Topics covered include: behavioral research, congestion, mode choice, monetary inducements for safety, pay-as-you drive insurance, and tolling. KW - Automobile insurance KW - Behavior KW - Exploratory Advanced Research Program KW - Literature reviews KW - Mode choice KW - Research reports KW - Tolls KW - Traffic congestion KW - Transportation safety UR - http://www.fhwa.dot.gov/advancedresearch/pubs/15035/15035.pdf UR - https://trid.trb.org/view/1353191 ER - TY - RPRT AN - 01563512 AU - Donaldson, Bridget M AU - Crawley, Michael W AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Determining Animal Mortality Compost Maturity and Suitability for Road Project Applications for the Virginia Department of Transportation PY - 2015/04//Final Report SP - 42p AB - A series of studies on the effectiveness, feasibility, and costs of composting as a means of managing animal mortality removed from roadways has been conducted at the Virginia Center for Transportation Innovation and Research (VCTIR). In these studies, three composting methods were evaluated for use by the Virginia Department of Transportation (VDOT) and found to be effective: static compost windrows, a forced aeration system, and a rotary drum. Successful pilot studies at VDOT maintenance facilities have led to a growing interest in adopting this method of mortality management. As plans for additional composting vessels are underway, final tests are needed in order to develop guidance on composting procedures that generate mature, or finished, compost that is suitable for road project applications. The purpose of this study was to determine the time and treatment conditions necessary for VDOT compost vessels to generate mature compost and to evaluate the suitability of this compost for potential VDOT applications. Four methods were used to assess compost maturity: temperature monitoring, the Solvita compost maturity test, plant germination and growth tests, and qualitative observations. Tests were conducted on compost generated from the rotary drum and forced aeration system and on compost subsequently transferred to curing areas. The suitability of compost for road project applications was determined by testing compost for a suite of biological, physical, and chemical properties and conducting a demonstration project at a VDOT facility. Of the compost maturity tests, temperature decline was the most conservative indicator of finished compost. As determined primarily by temperature monitoring and supported by the other maturity tests, compost generated from the forced aeration system and rotary drum should be transferred to curing areas to cure for approximately 8 to 9 weeks. Mature compost generated from these vessels met the U.S. Environmental Protection Agency’s compost specifications for transportation applications. It is recommended that VCTIR and VDOT incorporate the findings of this study into a guidance document for VDOT animal mortality composting. KW - Compost KW - Demonstration projects KW - Evaluation KW - Maintenance practices KW - Road kill KW - Temperature KW - Virginia Department of Transportation KW - Waste management KW - Wildlife UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r21.pdf UR - https://trid.trb.org/view/1353216 ER - TY - RPRT AN - 01563489 AU - Elwart, Tessa AU - Green, Paul AU - Lin, Brian AU - University of Michigan, Ann Arbor AU - Center for Advancing Transportation Leadership and Safety (ATLAS Center) AU - Texas Transportation Institute AU - Research and Innovative Technology Administration TI - Predicting Driver Distraction Using Computed Occlusion Task Times: Estimation of Task Element Times and Distributions PY - 2015/04 SP - 99p AB - To determine conformance with National Highway Traffic Safety Administration's (NHTSA’s) visual-manual interface distraction guidelines and to reduce the associated number of crashes, NHTSA recommends a visual-occlusion test procedure. As an alternative to testing subjects following that procedure, this report provides experimentally based estimated times for in-vehicle task elements (e.g., flick, press button). Those estimated times can be summed and then adjusted using Pettitt’s method (which assumes that visual tasks progress only when the test goggles are open) to estimate total task occlusion time. The estimated times were determined from a frame-by-frame analysis of data from an occlusion experiment evaluating a next-generation Hyundai navigation radio. That analysis revealed the mean element time for middle-aged subjects (45-55) was only about 16% longer than young (25-35) subjects, whereas the mean task time was 44% greater, primarily because there were 32% more occurrences of elements to complete tasks. The elements and their mean times were flick (0.50 s), flick/scroll return (0.38 s), press button (0.64 s), quick flick (0.35 s), reach for button (0.42 s), reach for center console (0.75 s), read instructions (0.53 s), scroll (0.66 s), search (0.54 s), stop screen (0.24 s), turn knob (0.43 s), reposition hand on knob (0.33 s), wait-loading (0.90 s), wait after loading (0.92 s), wait for goggles-known location (1.34 s), and wait for goggles-unknown location (0.92 s). Most element distributions were lognormal. Interestingly, 45% of all element occurrences were when the goggles were closed or in open-closed or closed-open periods. Given this, the assumptions of Pettitt’s method need further thought. KW - Age KW - Distraction KW - Driver performance KW - Driver vehicle interfaces KW - Estimating KW - Eye movements KW - Task analysis KW - U.S. National Highway Traffic Safety Administration UR - http://www.atlas-center.org/wp-content/uploads/2013/12/Green-ATLAS-2015-01.pdf UR - https://trid.trb.org/view/1352290 ER - TY - RPRT AN - 01563477 AU - Middleton, Dan AU - Longmire, Ryan AU - Charara, Hassan AU - Bonneson, Jim AU - Geedipally, Srinivas AU - Ko, Myunghoon AU - Texas Transportation Institute AU - Federal Highway Administration TI - Field Evaluation of Detection-Control System PY - 2015/04//Final Report SP - 118p AB - In this research, a field evaluation of the Detection-Control System (D-CS) was conducted at eight sites located in four States. D-CS is similar to a traditional advance detector system in that it uses information from detectors located upstream of the intersection to extend the green phase. However, it differs from traditional advance detector systems because it monitors individual vehicles on the intersection approach on a lane-by-lane basis and on a vehicle length basis. It uses this information to predict the best time to end the major-road through phase. The D-CS software continuously evaluates and updates this prediction in real time. The prediction is based on the number of vehicles currently in (or predicted to soon arrive in) the dilemma zone as well as the number of conflicting phases with a call for service. Based on the findings to date, D-CS is successful in reducing crashes in almost all cases where it has been evaluated. Crash surrogate measures of effectiveness provide corroborating evidence for this conclusion. Findings from a regression analysis for 1-h periods indicate that the after study periods experienced 82 percent fewer red-light violations, 73 percent fewer vehicles in the dilemma zone, and 51 percent fewer max-outs than the before study periods. State crash data indicate that by combining angle plus rear-end crashes (because of small sample sizes), D-CS reduced crashes by 9 percent. This result is not statistically significant at the 95-percent level. Given the supportive evidence that D-CS improves safety, other controller manufacturers might be willing to include D-CS as an option in their controllers. The Government is already considering ways to encourage signal controller manufacturers to include the D-CS algorithm in their signal controllers. KW - Before and after studies KW - Crash data KW - Dilemma zone KW - Evaluation KW - Highway safety KW - Regression analysis KW - Signalized intersections KW - Traffic signal controllers KW - Vehicle detectors UR - http://www.fhwa.dot.gov/publications/research/safety/14058/14058.pdf UR - https://trid.trb.org/view/1353192 ER - TY - RPRT AN - 01563470 AU - Ceylan, Halil AU - Kim, Sunghwan AU - Gopalakrishnan, Kasthurirangan AU - Steffes, Robert F AU - Yang, Bo AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Evaluating Roadway Subsurface Drainage Practices - Phase II PY - 2015/04//Final Report SP - 210p AB - Well-performing subsurface drainage systems form an important aspect of pavement design by the Iowa Department of Transportation (DOT). The recently completed Iowa Highway Research Board (IHRB) project TR-643 provided extensive insights into Iowa subsurface drainage practices and pavement subdrain outlet performance. However, the project TR-643 (Phase I) forensic testing and evaluation were carried out in a drought year and during the fall season in 2012. Based on the findings of IHRB Project TR-643, the Iowa DOT requested an expanded Phase II study to address several additional research needs: evaluate the seasonal variation effects (dry fall 2012 versus wet spring/summer 2013, etc.) on subdrain outlet condition and performance; investigate the characteristics of tufa formation in Iowa subdrain outlets; investigate the condition of composite pavement subdrain outlets; examine the effect of resurfacing/widening/rehabilitation on subdrain outlets (e.g., the effects of patching on subdrain outlet performance); and identify a suitable drain outlet protection mechanism (like a headwall) and design for Iowa subdrain outlets based on a review of practices adopted by nearby states. A detailed forensic test plan was developed and executed for inspecting the Iowa pavement subdrains in pursuit of fulfilling the Phase II study objectives. The observed outlets with blockage and the associated surface distresses in newly constructed jointed plain concrete pavements (JPCPs) were slightly higher during summer 2013 compared to fall 2012. However, these differences are not significant. Less tufa formation due to the recycled portland cement concrete (RPCC) base was observed with (a) the use of plastic outlet pipe without the gate screen–type rodent guard and (b) the use of blended RPCC and virgin aggregate materials. In hot-mix asphalt (HMA) over JPCP, moisture-related distress types (e.g., reflection cracking) were observed more near blocked drainage outlet locations than near “no blockage” outlet locations. This finding indicates that compromised drainage outlet performance could accelerate the development of moisture-related distresses in Iowa composite pavement systems. KW - Concrete pavements KW - Hot mix asphalt KW - Iowa KW - Limestone KW - Pavement design KW - Pavement distress KW - Pavement maintenance KW - Pavement performance KW - Portland cement concrete KW - Seasons KW - Subdrains KW - Subsurface drainage UR - http://publications.iowa.gov/19446/1/IADOT_InTrans_Ceylan_Evaluating_Roadway_Subsurface_Drainage_Practices_Phase_II_2015.pdf UR - https://trid.trb.org/view/1352775 ER - TY - SER AN - 01563451 JO - Traffic Safety Facts - Crash Stats PB - National Center for Statistics and Analysis TI - Lives Saved in 2013 by Restraint Use and Minimum Drinking Age Laws PY - 2015/04 SP - 2p AB - In 2013, the use of seat belts in passenger vehicles saved an estimated 12,584 lives (occupants 5 and older), and an estimated 2,388 lives (occupants 13 and older) were saved by frontal air bags. An estimated 263 lives (child occupants 4 and younger) were saved by the use of child restraints, and 1,630 lives were saved by the use of motorcycle helmets. An additional 2,800 lives would have been saved in 2013 if all unrestrained passenger vehicle occupants 5 and older involved in fatal crashes had worn their seat belts. If all motorcyclists had been helmeted, then an additional 715 lives would have been saved. An estimated 504 lives were saved due to minimum-drinking-age laws. KW - Air bags KW - Child restraint systems KW - Legal drinking age KW - Motorcycle helmets KW - Passenger vehicles KW - Seat belt use KW - Traffic safety KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812137.pdf UR - https://trid.trb.org/view/1353230 ER - TY - RPRT AN - 01563441 AU - Farzaneh, Reza AU - Kenney, Megan AU - Prozzi, Jolanda AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Project Consistency with Transportation Plans and Air Quality Conformity Workshops: Technical Report PY - 2015/04//Technical Report SP - 18p AB - This implementation project supports streamlined project delivery, one of the goals outlined by the Texas Department of Transportation (TxDOT) leadership to achieve an efficient and effective transportation system in Texas. The project benefits TxDOT divisions, districts, and metropolitan planning organizations during the project development process. This project was developed to help TxDOT implement the findings of TxDOT Project 0-6758: Maintaining Project Consistency with Transportation Plans throughout the Project Life Cycle with an Emphasis on Maintaining Air Quality Conformity. The research team organized and conducted four training workshops in Houston, El Paso, and Dallas District offices; and at the 2014 TxDOT Environmental Conference in Galveston. In addition to the training slides, the participants received the Project Consistency Guidebook, which documents procedures, tools, and recommendations to prevent and address project inconsistencies throughout the project development process. The research team collected and documented feedback from the participants. Researchers then finalized the training materials based on workshop feedback. The research team submitted the final training materials to TxDOT’s Human Resources Training Program for inclusion in the TxDOT employee training catalog and the TxDOT iWay training system. KW - Air quality management KW - Project delivery KW - Texas Department of Transportation KW - Training KW - Transportation planning KW - Workshops UR - http://tti.tamu.edu/documents/5-6758-01-1.pdf UR - https://trid.trb.org/view/1353211 ER - TY - SER AN - 01563418 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Pickrell, Timothy M TI - Driver Electronic Device Use in 2013 PY - 2015/04 SP - 8p AB - The percentage of drivers text-messaging or visibly manipulating hand-held devices increased from 1.5 percent in 2012 to 1.7 percent in 2013; however, this was not a statistically significant increase. Driver hand-held cell phone use decreased from 5.2 percent in 2012 to 4.6 percent in 2013; this was a statistically significant decrease. These results are from the National Occupant Protection Use Survey (NOPUS), which provides the only nationwide probability-based observed data on driver electronic device use in the United States. The NOPUS is conducted annually by the National Center for Statistics and Analysis of the National Highway Traffic Safety Administration. The 2013 NOPUS found that hand-held cell phone use continued to be higher among female drivers than male drivers. It also found that hand-held cell phone use continued to be highest among 16- to 24-year-old drivers and lowest among drivers 70 and older. KW - Age groups KW - Automobile drivers KW - Cellular telephones KW - Gender KW - National Occupant Protection Use Survey (NOPUS) KW - Text messaging KW - Trend (Statistics) KW - United States UR - http://www-nrd.nhtsa.dot.gov/Pubs/812114.pdf UR - https://trid.trb.org/view/1353214 ER - TY - RPRT AN - 01563414 AU - Theiss, LuAnn AU - Swindell, Steven AU - Gillette, George F AU - Ullman, Gerald L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improved Business Driveway Delineation in Urban Work Zones PY - 2015/04//Technical Report SP - 74p AB - This report documents the efforts and results of a two-year research project aimed at improving driveway delineation in work zones. The first year of the project included a closed-course study to identify the most promising driveway delineation alternatives for further study. In the second year of the research project, the researchers performed a human factors study of alternative business driveway channelizing treatments in real work zones. The purpose of the research was to determine the effectiveness of alternative business driveway channelizing treatments over standard drum treatments. The alternative treatments included combinations of 18-inch tall low-profile longitudinal channelizing devices and 42-inch tall cones (i.e., grabber cones). Using paid participants who drove a instrumented vehicles, the researchers used driver eye-tracking equipment to compare differences in drivers’ visual attention while approaching business driveways with the various channelization treatments deployed. Other measures of effectiveness (MOEs) considered were detection distance, percentage of missed driveways, driver perception/recall of treatments, and driver preferences. While differences in the MOE were less pronounced during the day, the alternative channelizing treatments generally performed better than the standard drum treatment at night. KW - Alternatives analysis KW - Businesses KW - Drivers KW - Driveways KW - Eye movements KW - Human factors KW - Measures of effectiveness KW - Periods of the day KW - Traffic channelization KW - Traffic cones KW - Work zone traffic control UR - http://tti.tamu.edu/documents/0-6781-1.pdf UR - https://trid.trb.org/view/1352150 ER - TY - RPRT AN - 01563410 AU - Schneider, Helmut AU - Newman, Eric AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Federal Highway Administration TI - Development of a Tool for Documenting, Tracking, Recording, and Analyzing Improvements to Intersection Sites and Roadway Departures in Curve Locations PY - 2015/04//Final Report SP - 119p AB - The principal objectives and scope of this project were to provide a software tracking tool to improve decision-making for highway safety. A literature search revealed that purchasing and customizing existing software was not feasible and a new solution would be developed in-house. Requirement gathering and analysis was conducted and documented. The application was programmed as a web-based solution for collecting data on low-cost safety improvements and analyzing the effectiveness of the improvements. All programming and testing was conducted in house. The application was piloted by the Louisiana Department of Transportation and Development (DOTD). Minor changes were programmed, as requested. Upon DOTD’s satisfaction of the final product, the application and user manual were delivered on schedule. KW - Computer program documentation KW - Data collection KW - Decision making KW - Highway curves KW - Highway safety KW - Intersections KW - Literature reviews KW - Louisiana Department of Transportation and Development KW - Software KW - Web applications UR - http://www.ltrc.lsu.edu/pdf/2015/FR_540.pdf UR - https://trid.trb.org/view/1353232 ER - TY - RPRT AN - 01563399 AU - Moruza, Audrey K AU - Donaldson, Bridget M AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - An Evaluation of the Economics and Logistics of Animal Mortality Composting for the Virginia Department of Transportation PY - 2015/04//Final Report SP - 47p AB - Many maintenance facilities of the Virginia Department of Transportation (VDOT) face a decreasing availability of the conventional methods of animal mortality disposal (i.e., landfills and burial of individual mortalities) and have a need for a viable alternative. Others are interested in an alternative means of managing mortality that will save time and labor. Recent studies found that static windrow composting and in-vessel forced aeration composting systems are useful and effective means of managing animal mortality for VDOT, but more information is needed with regard to their cost and feasibility. The purpose of this study was to determine the economic value of implementing a composting program for VDOT. A survey was used to gather general information on animal mortality management from VDOT’s area headquarters (AHQs). Weekly diaries were also collected from eight AHQs and two VDOT residencies over an 8-month period to gather more detailed information regarding their means of mortality management. With the use of these maintenance areas as case studies, cost models were developed that determined the costs or savings incurred from replacing the maintenance area’s current means of disposal with one of three composting methods: static windrows, a rotary drum, or a forced aeration composting system. The study found that even the most expensive composting option currently available to VDOT, the forced air system, is cost-effective when there is sufficient mortality volume. Under the assumptions of the cost models, with regard to the AHQs evaluated, purchasing and operating the current forced air system and rotary drum can save VDOT up to $54,000 and $36,500, respectively, within the lifetime of the vessels. Static windrows are always cost-effective when a free carbon source (i.e., woodchips from vegetative debris removal) is available. As a general rule with regard to the cost-effectiveness of composting, the start-up costs of the current forced aeration composting system should not exceed 22 times the operational savings from composting in the first year and the start-up costs of rotary drum composting should not exceed 14 times the operational savings from composting in the first year. To maximize the cost-effectiveness of composting, maintenance area superintendents who plan to use composting for animal mortality management should try to identify a no-cost carbon source; use finished compost for transportation project applications in place of purchasing comparable material; seek other maintenance areas with which to share composting facilities; and consider using static windrows whenever possible, including to supplement vessel composting during periods of high mortality. In addition, the Virginia Center for Transportation Innovation and Research should pursue the design of a forced air system with a smaller capacity and lower construction costs than the one presently in use. This would increase the cost-effectiveness of composting for AHQs that do not have a readily available no-cost carbon source; that have smaller mortality volumes; and/or for which pooling of mortality with other AHQs is infeasible. VDOT can save costs by replacing current mortality management methods with a composting alternative and adopting supportive business practices. KW - Case studies KW - Compost KW - Cost effectiveness KW - Evaluation KW - Maintenance practices KW - Road kill KW - Surveys KW - Virginia Department of Transportation KW - Waste management KW - Wildlife UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r17.pdf UR - https://trid.trb.org/view/1353215 ER - TY - RPRT AN - 01562664 AU - Federal Railroad Administration TI - Freight Railroads Background PY - 2015/04 SP - 5p AB - In 2013, the Class I railroad freight industry generated a record $72.9 billion in revenue. The seven Class I railroad systems account for nearly 95 percent of the industry’s total revenue. The railroad industry produced 1.7 trillion revenue ton-miles, a unit of measurement that incorporates both weight and distance, reflecting an increase of 1.6 percent over last year and its highest level since the 2008 peak. Flexibilities from the Staggers Rail Act of 1980 initially led to reduced rates for shippers, adjusting for inflation. Staggers also led to enhanced railroad maintenance and capital expenditures on track and rolling stock. Railroad productivity increased substantially as more freight moves over a smaller network with a smaller workforce. In 2013, in addition to the seven Class I freight railroad systems (systems with annual operating revenue of $467.1 million or more, operating in the United States), there were 21 regional railroads (line-haul railroads operating at least 350 miles of road and/or earning revenue between $40 million and the Class I threshold), and over 500 local railroads (line-haul railroads smaller than regional railroads). Additional statistics in this document relate to employment, commodities, freight rates, and productivity. KW - Commodities KW - Freight transportation KW - Jobs KW - Productivity KW - Railroad transportation KW - Rates KW - Revenues KW - Staggers Rail Act of 1980 KW - Trend (Statistics) UR - http://www.fra.dot.gov/Elib/Document/14497 UR - https://trid.trb.org/view/1352151 ER - TY - RPRT AN - 01561597 AU - Wilson, Bryan T AU - Scullion, Tom AU - Faruk, Abu AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Design and Construction Issues of Thin HMA Overlays PY - 2015/04//Technical Report SP - 218p AB - While the overall implementation of thin hot mix asphalt (HMA) overlays in Texas has been successful, some issues need to be addressed: appropriate blending of surface aggregate classification (SAC) A and SAC B aggregate to ensure adequate skid resistance; best practices to achieve adequate bonding (surface prep and tack coats); and correct quality assurance test methods to achieve adequate compaction. The purpose of this research, therefore, was to address these concerns through laboratory and field testing. In addition, preliminary work to refine a crack propagation model for thin overlays was performed. Laboratory friction testing considered samples with two gradation types, four aggregates types, and five levels of aggregate blending. Samples were polished with simulated traffic in the lab and tested with the dynamic friction tester. Results show the terminal polish value for all designs with 100 percent SAC B replacement failed, as had designs with 50 and 75 percent blending of one SAC B+ and one marginal SAC B aggregate. SAC B replacement up to 25 percent was acceptable for all aggregates. Shear and tensile strength tests were developed to measure interlayer bond strength. A computer model suggested the maximum shear stress at a bonded thin-overlay interface is 120 psi. Bond strength tests were performed on laboratory samples made with two base mix types, two thin overlay types, 5 tack types (including non-tracking tacks), 3 tack rates, simulated milling, and moisture conditioning. Bond strength was most dependent on the mix type being bonded and compaction effort, and less on tack type and tack rate. In the tensile strength tests and half the shear tests, non-tracking tacks had higher strengths than samples using CSS-1H or no tack. No single non-tracking tack was found to have better performance than others. Variable tack rates of CSS-1H were only significant on dense-graded mixes. Low and moderate levels of tack provided the best bond. Milled samples had higher strength than unmilled samples in shear. A tack tracking test was developed to discern different non-tracking times during curing. Four compaction quality assurance test methods were used on three thin overlay projects. Properties measured were flow time with the current Texas Department of Transportation (TxDOT) permeability test, surface dielectric with high-frequency ground penetrating radar, mean profile depth (MPD) with the circular-track meter, and bulk density from field cores. Correlations of the tests were strong on a project-by-project basis, but generally not good when combining the data sets. Flow Time-MPD, Flow Time-Core Voids, and Surface Dielectric-Core Voids were best correlations overall. Texas A&M Transportation Institute (TTI) provided support to TxDOT on many new thin overlay demonstration projects, ranging from mix design, performance testing, construction method recommendations, and bonding testing. Hand working of the thin overly mix (TOM)-B project caused problems with mat thickness and compaction uniformity. Using tack did not influence bond strength except for one fine-permeable friction course in shear testing. Thermal segregation problems were noted on two projects. Recommendations are contained in the draft specifications, including aggregate blending guidelines, bond strength testing, micro-milling, and minimum and maximum flow times for compaction quality control. KW - Aggregates KW - Asphalt mixtures KW - Bond strength (Materials) KW - Compaction KW - Evaluation KW - Field tests KW - Hot mix asphalt KW - Laboratory tests KW - Mix design KW - Overlays (Pavements) KW - Skid resistance KW - Test procedures KW - Texas UR - http://tti.tamu.edu/documents/0-6742-1.pdf UR - http://ntl.bts.gov/lib/54000/54900/54960/0-6742-1.pdf UR - https://trid.trb.org/view/1352014 ER - TY - SER AN - 01561595 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Buttlar, William G AU - Chiangmai, Chaiwat Na AU - Al-Qadi, Imad L AU - Murphy, Timothy R AU - Pine, William J AU - University of Illinois, Urbana-Champaign AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Designing, Producing, and Constructing Fine-Graded Hot Mix Asphalt on Illinois Roadways PY - 2015/04 IS - 15-009 SP - 118p AB - Fine-graded (F-G) asphalt concrete mixtures are composed of an aggregate structure in which the fine fraction controls the load-carrying capacity of the mix. Other states have reported benefits in using F-G mixtures, including improved compaction, lower segregation, and lower permeability—resulting in longer life. Rutting concerns have been mitigated through the use of manufactured sand. This study investigates the feasibility of using F-G mixtures for IL 19.0 mm (3/4 in) asphalt binder courses in Illinois. A careful laboratory investigation, including mix designs guided by the Bailey Method, was conducted, then followed by extensive laboratory performance testing. Performance tests indicated that the F-G mixtures had equivalent or superior rut and crack resistance to a reference coarse-graded (C-G) control mixture. Limited field trials demonstrated the F-G mixtures were easier to compact, led to higher pay factors, and had significantly lower permeability than traditional C-G mixtures, while being similar in cost. Whether designing a coarse- or fine-graded mixture, optimum asphalt content will be the same when using the same materials and targeting the same voids in mineral aggregate (VMA) and voids level, provided asphalt absorption remains constant. Limited full-scale accelerated pavement tests also demonstrated similarity in rutting resistance between the C-G and F-G mixtures investigated. Recommendations for implementation of F-G mixtures are provided, along with a revised draft specification for 19.0 mm mixtures. The revised specification provides upward adjustments to the lower side of the gradation band at the primary control sieve to lessen the likelihood of designing segregation-prone binder mixtures and raises the upper band to permit F-G mixtures to be designed. These principles apply to surface course mixtures as well. KW - Cracking KW - Feasibility analysis KW - Field tests KW - Fine aggregates KW - Hot mix asphalt KW - Illinois KW - Laboratory tests KW - Mix design KW - Performance based specifications KW - Performance tests KW - Recommendations KW - Rutting UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3444 UR - https://trid.trb.org/view/1351228 ER - TY - RPRT AN - 01561590 AU - Williams, Donald L AU - Jared, David M AU - King, William "Bill" AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Virginia and West Virginia’s Transportation Research Co–Peer Exchange (June 22–26, 2014) PY - 2015/04//Final Report SP - 45p AB - To be eligible for managing State Planning and Research (SP&R) funds, a state must agree to a peer review of its management process with regard to Research, Development, and Technology Transfer (RD&T2) efforts. Specifically, the federal regulation regarding this requirement is 23 CFR 420, Subpart B. The Federal Highway Administration (FHWA) interpreted the regulation as requiring an exchange of information regarding the various practices a state uses to manage its RD&T2 program. The intent of the regulation was to strengthen weak programs and enhance strong programs with a sharing of ideas. The peer exchange panels are typically composed of state research managers and FHWA, university, or industry personnel, at least two of whom must have received training on peer exchange procedures and guidelines provided by the FHWA and be listed by the FHWA as a qualified peer exchange team member. Peer exchanges are generally conducted in an informal atmosphere and last from two to four days. Techniques used to gather the information needed by the peer exchange panel include discussion of individual state practices and brainstorming sessions on the focus areas of interest to the host state. Open-ended questions are used during the interview sessions to solicit the strengths and weaknesses of the program from the user’s perspective. From June 22 through 26, 2014, the Virginia Center for Transportation Innovation and Research (VCTIR) hosted Virginia and West Virginia’s Transportation Research Co–Peer Exchange (hereinafter co–peer exchange) with state department of transportation (DOT) research managers/directors from Georgia, Louisiana, Virginia, and West Virginia and representatives of the Virginia and West Virginia divisions of the FHWA. The Research and Special Studies Section of the West Virginia Department of Transportation’s (WVDOT) Division of Highways is in the planning stages of developing an innovation center and wished to learn from these states. VCTIR was interested in implementation successes and lessons learned. KW - Georgia Department of Transportation KW - Implementation KW - Louisiana Department of Transportation and Development KW - Peer exchange KW - Research management KW - State departments of transportation KW - Virginia Department of Transportation KW - West Virginia Department of Transportation UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r14.pdf UR - http://ntl.bts.gov/lib/55000/55000/55059/15-r14__1_.pdf UR - https://trid.trb.org/view/1351427 ER - TY - SER AN - 01561583 JO - Civil Engineering Studies, Illinois Center for Transportation Series PB - University of Illinois, Urbana-Champaign AU - Nixon, Wilfrid A AU - Gerard, Anissa AU - University of Iowa, Iowa City AU - Illinois Department of Transportation AU - Federal Highway Administration TI - Development of Chloride Reduction Training PY - 2015/04 IS - 15-010 SP - 97p AB - The purpose of this project was to create a training program that could be used for Illinois Department of Transportation (IDOT) personnel who operated snow plows and spread road salt during winter storms. The training message was built around the three main goals of winter maintenance: safety, mobility, and environmental protection. The concept of winter maintenance operations being a system was introduced early in the training and stressed throughout. Another goal of the project was to develop a method or tool by which the effectiveness of the training could be measured. Achieving that goal requires the ability to compare quantities of salt used by IDOT (or some subset of IDOT, such as a maintenance garage) over winters before and after the training is provided. The method presented herein uses a storm severity index, summed over the whole winter season. This allows for comparison between two winters to be made by use of the index. Thus, as shown in the report, for the Moline maintenance district, the winter of 2012–13 can be compared with the winter of 2013–14. This comparison shows that the cumulative index for the 2012–13 winter was 13.20, while it was 26.88 for the 2013–14 winter. In other words the winter of 2013–14 was significantly worse than the winter that preceded it. KW - Before and after studies KW - Deicing chemicals KW - Illinois Department of Transportation KW - Moline (Illinois) KW - Performance measurement KW - Snow and ice control KW - Snowplows KW - Training KW - Winter maintenance UR - https://apps.ict.illinois.edu/projects/getfile.asp?id=3458 UR - https://trid.trb.org/view/1352017 ER - TY - SER AN - 01561010 JO - Historic Roads of Virginia PB - Virginia Center for Transportation Innovation and Research AU - Duncan, Patricia B AU - Miller, Ann Brush AU - Virginia Center for Transportation Innovation and Research AU - Virginia Department of Transportation AU - Federal Highway Administration TI - Loudoun County Road Orders 1783-1800 PY - 2015/04//Final Report SP - 568p AB - The road history projects undertaken by the Virginia Center for Transportation Innovation and Research (formerly the Virginia Transportation Research Council) establish the feasibility of studies of early road networks and their use in the environmental review process. These projects, by gathering and publishing the early road orders of the vast parent counties and other significant areas, also lay the foundation for additional research by local groups over a broad area of Virginia. This volume marks the twenty-ninth entry in the Historic Roads of Virginia series, initiated in 1973 by the Virginia Highway & Transportation Research Council (subsequently the Virginia Transportation Research Council, and now the Virginia Center for Transportation Innovation and Research). Loudoun County Road Orders 1783-1800 is a cooperative effort of the Virginia Center for Transportation Innovation and Research and independent researcher Patricia B. Duncan. This volume furthers the coverage of early northern Virginia transportation records begun in the previously published Loudoun County Road Orders 1757-1783, Fairfax County Road Orders 1749-1800, Frederick County Road Orders 1743-1772, and Orange County Road Orders 1734-1749. This volume covers the period from the years immediately following the end of the Revolutionary War through the end of the 18th century. By the last half of the 18th century, Loudoun County was already one of the most populous and economically important counties in northern Virginia, and it contained major east-west and north-south transportation routes. The county’s early transportation records provide important information relating to transportation connections with not only neighboring counties and other southern counties in Virginia but also with the Washington, D.C., region and the adjoining states of Maryland and what is now West Virginia. This publication will have particular application to the cultural resource research relating to transportation projects in this area of northern Virginia. This information will eliminate the need for further research into the early Loudoun County road order records. If questions arise about early roads once a Virginia Department of Transportation (VDOT) road improvement project is already underway (or nearly underway), primary historical research of this nature can take 6 to 12 months to complete. Therefore, this volume can be a source of potentially significant cost savings for VDOT, including the avoided costs of project delays and avoided consultant costs for cultural resource studies should questions arise. KW - History KW - Loudoun County (Virginia) KW - Road construction KW - Road orders KW - Roads UR - http://www.virginiadot.org/vtrc/main/online_reports/pdf/15-r18.pdf UR - https://trid.trb.org/view/1351367 ER - TY - RPRT AN - 01561000 AU - Federal Motor Carrier Safety Administration TI - 2015 Pocket Guide to Large Truck and Bus Statistics PY - 2015/04 SP - 56p AB - The Federal Motor Carrier Safety Administration’s (FMCSA) 2015 Pocket Guide to Large Truck and Bus Statistics highlights the Agency’s role in enforcement and in collecting and analyzing crash data and statistics to support its mission to prevent commercial motor vehicle-related fatalities and injuries. Sections include: The Motor Carrier Management Information System; Large trucks and buses overview; Roadside inspections and violations; Reviews; Crashes; Data quality; Grant programs; and Agency resources. KW - Bus crashes KW - Buses KW - Crash characteristics KW - Data quality KW - Fatalities KW - Inspection KW - Motor Carrier Management Information System KW - Motor carriers KW - Statistics KW - Trend (Statistics) KW - Truck crashes KW - Trucking safety KW - Trucks UR - http://ntl.bts.gov/lib/54000/54800/54841/2015_Pocket_Guide_-_March_30_2015__For_Web_Publishing_-508c.pdf UR - https://trid.trb.org/view/1351073 ER - TY - RPRT AN - 01560874 AU - Rupnow, Tyson D AU - Icenogle, Patrick AU - Louisiana Transportation Research Center AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Comparison of Conventional and Self-Consolidating Concrete for Drilled Shaft Construction PY - 2015/04//Final Report SP - 48p AB - Many entities currently use self-consolidating concrete (SCC), especially for drilled shaft construction. This project investigated the use of SCC and various test methods to assess the suitability of SCC in underwater placement conditions. Eight mixtures were prepared in the laboratory; the fresh properties of slump-flow, J-ring, set time, and washout characteristics were measured. Hardened properties tested included compressive and flexural strength, modulus of elasticity, and surface resistivity. The fresh concrete results of SCC showed that SCC produced with a No. 8 crushed stone or No. 8 gravel is adequate in terms of workability and strength with the use of a high range water reducer. The L-box test results were varied across all mixtures and the method was abandoned in favor of the washout test. The washout test results showed that for SCC mixtures being placed in an underwater condition, the addition of a viscosity modifying agent (VMA) greatly enhances the resistance of said concrete to washout. Compressive and flexural strengths showed that SCC will be adequate for nearly all structural concrete and drilled shaft applications. The modulus of elasticity values for mixtures tested were slightly increased compared to traditional concrete values showing that the SCC mixtures are particularly suited for drilled shaft construction. Surface resistivity values were slightly depressed for laboratory mixtures at 28-days of age, but field cast SCC mixtures will incorporate, not only additional SCMs but a greater proportion of SCMs, leading to increased resistivity values to meet the specification. Field construction results showed that the mixture was resistant to washout, exhibited excellent workability properties, and had excellent strength characteristics. The authors recommend incorporating SCC into the standards and specifications for Departmental use. At a minimum, Sections VIII and IV should be amended to include appropriate language allowing the use of said mixtures. The use of SCC in an underwater placement condition should require the use of a viscosity modifier. KW - Admixtures KW - Alternatives analysis KW - Bridge construction KW - Electrical resistivity KW - Louisiana KW - Modulus of elasticity KW - Self compacting concrete KW - Shaft sinking KW - Strength of materials KW - Underwater construction KW - Viscosity KW - Workability UR - http://www.ltrc.lsu.edu/pdf/2015/FR_533.pdf UR - https://trid.trb.org/view/1351359 ER - TY - SER AN - 01560863 JO - Analysis Brief PB - Federal Motor Carrier Safety Administration TI - Occupant Fatalities in Crashes Involving Large Trucks, 2013 PY - 2015/04 SP - 3p AB - In 2013, 30,057 fatal crashes took place on the Nation’s roadways, with 11.8 percent (3,541) involving at least one large truck. The majority of large truck fatal crashes (63 percent) involved two vehicles, while 22 percent were single-vehicle crashes, and 15.1 percent were multi-vehicle crashes. In 2013, there were 3,536 total vehicle occupant fatalities in crashes involving large trucks. Additional data including vehicle type, time of day, seat belt usage, and truck weight are also included in this report. KW - Fatalities KW - Periods of the day KW - Seat belt use KW - Trend (Statistics) KW - Truck crashes KW - United States KW - Vehicle characteristics KW - Vehicle occupants UR - http://ntl.bts.gov/lib/54000/54900/54924/14-010-Occupant_Fatalities_v15-5082_.pdf UR - https://trid.trb.org/view/1351356 ER - TY - SER AN - 01560683 JO - TechBrief PB - Federal Highway Administration TI - Lightweight Concrete: Shear Performance PY - 2015/04 SP - 20p AB - This document is a technical summary of the Federal Highway Administration (FHWA) report "Lightweight Concrete: Shear Performance" (FHWA-HRT-15-022). Concrete with a unit weight between that of traditional lightweight concrete and normal-weight concrete (NWC) is not covered in the American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) Bridge Design Specifications. As part of an effort to address this and other perceived shortcomings in how the specification addresses lightweight concrete and how lightweight concrete is deployed in bridges, research was completed to assess the shear performance of these different density concretes. Thirty full-scale precast, prestressed girder tests were completed, and a database of shear performance results was developed that covered a wide range of concrete densities. Proposed revisions to the AASHTO LRFD Bridge Design Specifications were developed and are presented as part of a framework that addresses the performance of structural concrete as a function of density. KW - AASHTO LRFD Bridge Design Specifications KW - Bridges KW - Density KW - Girders KW - Lightweight concrete KW - Prestressed concrete KW - Shear tests UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/15021/15021.pdf UR - https://trid.trb.org/view/1350627 ER - TY - RPRT AN - 01560676 AU - Coffman, Makena AU - Bernstein, Paul AU - Wee, Sherilyn AU - University of Hawaii, Manoa AU - Electric Vehicle Transportation Center (EVTC) AU - University of Central Florida, Cocoa AU - Research and Innovative Technology Administration TI - Factors Affecting EV Adoption: A Literature Review and EV Forecast for Hawaii PY - 2015/04 SP - 36p AB - Electric Vehicles (EVs) reduce or entirely negate gasoline or diesel use in the vehicle itself through integration with the electric grid. Plug-in Hybrid Electric Vehicles (PHEVs) can draw from a battery as well as liquid fuel. Battery Electric Vehicles (BEVs) are solely powered through electricity. Both provide the opportunity for power-sharing with the electric grid and can potentially ease the integration of sources of intermittent renewable energy. EVs are also a potentially important technology to help reduce greenhouse gas (GHG) emissions, local air pollution, and vehicular noise. In recognition of these benefits, the U.S. in 2009 set a goal of putting one million electric vehicles (EVs) on the road by 2015. As of the end of 2014, approximately 290,000 EVs have been purchased in the U.S. About 3,000 of those are in Hawaii which makes it one of the highest, along with California, in shares of new BEV sales in the country. This paper provides a review of studies on the factors that affect EV adoption. These factors are organized as internal and external factors, meaning characteristics of the EV vehicle itself and those that are out of the direct control of EV car manufacturers. Internal factors include battery costs, purchase price, driving range, and charging time. External factors include fuel prices, policy incentives, consumer characteristics, availability of charging stations, travel distance, public visibility, and vehicle diversity. Policy mechanisms available to support EV adoption are also reviewed, including subsidies and other incentives, supporting infrastructure build-up and raising awareness. This report also discusses literature findings regarding the role these factors play in EV adoption – with an emphasis on impacts in Hawaii. Studies that develop forecasts of EV adoption over time are also reviewed and harmonized in this report. Focusing on the literature for diffusion models, a set of forecasts that represent low, reference, and high EV adoption were selected. Diffusion models estimate rates of technology acceptance based on technology cost decline, marketing and other social factors. Applying these literature-based forecasts to Hawaii-specific EV and car sales data, a preliminary forecast of potential EV adoption in Hawaii is provided. Estimates are that there will be 140,000 EVs on the road in Hawaii by the year 2040 in the reference scenario. In the low scenario, the estimate is 110,000 and, in the high scenario, 280,000. Future research will be conducted to better understand the uniqueness of Hawaii’s economy and geography and how it affects EV ownership cost and likely EV adoption over time. KW - Electric vehicles KW - Forecasting KW - Hawaii KW - Literature reviews KW - Plug-in hybrid vehicles KW - Sales UR - http://evtc.fsec.ucf.edu/publications/documents/HNEI-04-15.pdf UR - https://trid.trb.org/view/1350625 ER - TY - RPRT AN - 01560609 AU - Cummings, Scott AU - Sammon, Devin AU - Transportation Technology Center, Incorporated AU - Federal Railroad Administration TI - Tread Buildup on Railroad Wheels PY - 2015/04//Technical Report SP - 31p AB - Based on the results of wheel slide tests and an inspection of wheels, the root cause of tread buildup (TBU) was identified as wheel slide caused by excessive brake force. During the tests, TBU accumulated to the greatest heights under dry conditions, at longer slide distances, and under heavier axle loads. Train speeds between 20 and 30 mph appeared to increase TBU height. Chemical analysis of TBU samples indicated that the source of the material is likely a combination of wheel and rail steel. This finding reinforces the conclusion that wheel slides cause TBU. A microstructural evaluation of several TBU samples found no martensite, a microstructure that results when hot steel is rapidly cooled. A relatively slow conductive heat transfer rate from the irregular contact between the hot TBU and the cooler wheel likely does not provide sufficiently rapid cooling for martensite formation. The railroad industry is currently poised to reduce TBU through improved brake system performance as a result of handbrake training for train crews, handbrake design improvements, an improved airbrake test, and the increased use of data from wayside detectors to identify cars with brake problems. Although TBU removals are decreasing, TBU-related accidents do not show a clear trend as a percentage of all wheel-related accidents. KW - Braking KW - Car wheels (Railroads) KW - Chemical analysis KW - Crash causes KW - Railroad crashes KW - Train speed KW - Tread metal buildup UR - http://www.fra.dot.gov/Elib/Document/14448 UR - https://trid.trb.org/view/1350373 ER - TY - SER AN - 01560608 JO - Research Results PB - Federal Railroad Administration AU - Coplen, Michael AU - Cantu, Cassandra TI - An Evaluation of Safety Culture Initiatives at BNSF Railway PY - 2015/04 IS - 15-05 SP - 4p AB - Major safety culture (SC) initiatives initiated in the Federal Railroad Administration (FRA) Office of Research, Technology and Development (RT&D), such as Clear Signal for Action (CSA), the Investigation of Safety Related Occurrences Protocol (ISROP), the Participative Safety Rules Revision, and the Confidential Close Calls Reporting System (C³RS) have evolved from successful pilot demonstration projects to company-wide and industry-wide initiatives, including Amtrak’s Safe-2-Safer program, the BNSF Railway (BNSF) SC program, Union Pacific Railroad’s Total Safety Culture program, and FRA R&D CSA’s Program for the Passenger/High-Speed Rail Industry, among others. These successful SC pilot initiatives illuminate challenges which occur when similar but larger-scale implementations are evaluated: − How can a very large, complex dynamic corporate railroad organization, with a multitude of crafts and locations, improve upon and institutionalize a stronger safety culture company-wide? − How can FRA R&D support broad scale acceptance, adoption and implementation of stronger safety cultures across the rail industry? To address these key questions, FRA R&D has begun to evaluate company-wide or industry-wide SC initiatives. This report describes the evaluation of one such initiative at BNSF. KW - BNSF Railway KW - Case studies KW - Initiatives KW - Railroad safety KW - Railroad transportation KW - Safety culture KW - Safety management KW - U.S. Federal Railroad Administration UR - http://www.fra.dot.gov/Elib/Document/14449 UR - http://ntl.bts.gov/lib/55000/55000/55085/BNSF_Research_Results_final.pdf UR - https://trid.trb.org/view/1350374 ER - TY - RPRT AN - 01560602 AU - Markos, Stephanie H AU - Pollard, John K AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Passenger Train Emergency Systems: Single-Level Commuter Rail Car Egress Experiments PY - 2015/04//Final Report SP - 135p AB - Under Federal Railroad Administration (FRA) sponsorship, a series of three experimental egress trials was conducted in 2005 and 2006 to obtain human factors data relating to the amount of time necessary for individuals to exit from a passenger rail car. This final report describes the results of all these emergency egress experiment trials. To FRA’s knowledge, the 2005 commuter rail car egress experiment was the first time that U.S. passenger rail car egress time trials were conducted with commuter rail passengers as test participants. Controlled variables included egress from the commuter rail car using side door(s) to a high-platform, low-platform, or right-of-way location, or using an end door to an adjacent car; as well as lighting conditions. Participant egress times varied significantly by the number of passenger rail car exits used and the exit route taken. The collected exit-time data are intended for use in establishing passenger rail car egress time estimates/norms and evaluating various aspects of car design that may promote or impede prompt occupant egress. The experiment data will also be used as input for the development of a passenger rail car emergency egress simulation computer model that can predict emergency evacuation time for a variety of passenger rail car configurations. KW - Egress time KW - Emergency exits KW - Evacuation KW - Experiments KW - Human factors KW - Passenger cars KW - Passenger trains KW - Railroad commuter service KW - Vehicle design UR - http://www.fra.dot.gov/Elib/Document/14446 UR - http://ntl.bts.gov/lib/54000/54800/54896/Single-Level_Commuter_20130515_final.pdf UR - https://trid.trb.org/view/1350375 ER - TY - RPRT AN - 01560472 AU - Lowry, Michael AU - Chang, Kevin AU - Cook, Ryan AU - Seely, Brett AU - TranLIVE AU - National Institute for Advanced Transportation Technology AU - Research and Innovative Technology Administration TI - Daily Travel Feedback to Encourage Eco-Routing PY - 2015/04//Final Report SP - 33p AB - The purpose of this study was to explore how individuals responded to a robust and interactive daily travel feedback program. Fifty individuals from the Moscow, Idaho area participated in a before-and-after study using an android-based device that continuously logged their physical movement. All participants subsequently received an e-mail each day linking them to a website that showed one to five trips, predicted their mode of travel and trip purpose, and asked specific questions related to their daily travel. Based on the cumulative results of this study, participants reacted favorably to the ease of use, visual feedback, and information related to travel time, associated costs, and energy usage. However, the travel feedback program did not influence a dramatic change in travel behavior or mode during this particular two week study. It is anticipated that the lessons learned with regard to methodology and implementation will provide researchers and practitioners with valuable insight for future travel feedback or user nudging studies. KW - Before and after studies KW - Mode choice KW - Moscow (Idaho) KW - Travel behavior KW - Travel feedback programs UR - http://tranliveutc.org/~/media/Files/orgs/ENGR/Research/NIATT/TranLIVE/Final%20Reports/UI_TranLIVE_FinalReport_Daily%20Travel%20Feedback UR - https://trid.trb.org/view/1350343 ER - TY - RPRT AN - 01560470 AU - Lorenzini, Karen AU - Bhat, Chandra AU - Geiselbrecht, Tina AU - Overman, John AU - Paleti, Rajesh AU - Narayanamoorthy, Sriram AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Managing the TDM Process : Developing MPO Institutional Capacity PY - 2015/04//Technical Report SP - 186p AB - Within Texas, the development of urban travel demand models (TDMs) is a cooperative process between the Texas Department of Transportation (TxDOT) and Metropolitan Planning Organizations (MPOs). Though TxDOT-Transportation Planning and Programming Division is responsible for developing and validating TDMs for many of the Texas MPOs, the MPOs play an important role in model development by providing the demographic data and regional roadway information required for model development and forecast applications. Like other MPOs nationwide, Texas MPOs struggle with the difficulties of limited resources, time, and staff for the development of accurate and reliable TDMs. Owing to the cooperative process between TxDOT and Texas MPOs, and the different sizes and staff resources among Texas MPOs dedicated to model development, the MPOs in Texas have different needs and challenges in this regard. This project researches current practices, trends, and innovations by MPOs in Texas and nationwide for managing this process. The goal is to assist MPOs in developing institutional capacity to undertake travel-related technical analyses in a complete and timely manner. While the results from the study include tiered recommendations appropriate for MPOs of all sizes, the focus is on small- and medium-sized MPOs with limited staff and data resources for providing information for developing models. In addition to this report, a product of this research includes a training course targeting MPO directors or those leading TDM tasks for an MPO. KW - Metropolitan planning organizations KW - Texas KW - Texas Department of Transportation KW - Transportation planning KW - Travel demand UR - http://tti.tamu.edu/documents/0-6691-1.pdf UR - https://trid.trb.org/view/1350337 ER - TY - SER AN - 01560377 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration TI - Distracted Driving 2013 PY - 2015/04 SP - 6p AB - The Department of Transportation works to reduce the occurrence of distracted driving and raise awareness of the dangers of distracted driving. This risky behavior poses a danger to vehicle occupants as well as nonoccupants such as pedestrians and bicyclists. Driver distraction is a specific type of driver inattention. Distraction occurs when drivers divert their attention from the driving task to focus on some other activity. Oftentimes, discussions regarding distracted driving center around cell phone use and texting, but distracted driving also includes other activities such as eating, talking to other passengers, or adjusting the radio or climate controls, to name but a few. A distraction-affected crash is any crash in which a driver was identified as distracted at the time of the crash. Ten percent of fatal crashes, 18 percent of injury crashes, and 16 percent of all police-reported motor vehicle traffic crashes in 2013 were reported as distraction-affected crashes. In 2013, there were 3,154 people killed and an estimated additional 424,000 injured in motor vehicle crashes involving distracted drivers. Ten percent of all drivers 15 to 19 years old involved in fatal crashes were reported as distracted at the time of the crashes. This age group has the largest proportion of drivers who were distracted at the time of the crashes. In 2013, there were 480 nonoccupants killed in distraction-affected crashes. This report presents data from the National Highway Traffic Safety Administration (NHTSA) Fatality Analysis Reporting System (FARS) and the National Automotive Sampling System (NASS) General Estimates System (GES). KW - Age groups KW - Crash data KW - Crash injuries KW - Distraction KW - Drivers KW - Fatalities KW - Fatality Analysis Reporting System KW - General Estimates System KW - National Automotive Sampling System KW - Nonoccupants KW - Teenage drivers KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812132.pdf UR - https://trid.trb.org/view/1349709 ER - TY - RPRT AN - 01594250 AU - Parikh, J AU - Abuchaar, O AU - Haidar, E AU - Kailas, A AU - Krishnan, H AU - Nakajima, H AU - Maile, M AU - Meier, J AU - Rajab, S AU - Sharrab, Y AU - Siko, S AU - Thompson, J AU - Yamamoto, M AU - Deering, R AU - Crash Avoidance Metrics Partnership AU - Department of Transportation TI - Cooperative Adaptive Cruise Control (CACC) Final Report PY - 2015/03/31/Final Report SP - 59p AB - The objectives of the Cooperative Adaptive Cruise Control (CACC) project are to investigate extension of Adaptive Cruise Control systems for longitudinal control using V2V/V2I communication to coordinate a string of vehicles to improve traffic flow. The feasibility of implementing CACC using Dedicated Short Range Communication (DSRC) and to frame the future research work needed to move the concept toward potential implementation is examined. From a literature review of past and on-going CACC work, a broad, high-level research plan was developed to identify the potential benefits, opportunities, safety issues, technical gaps, and challenges in deploying CACC systems. In addition, a more focused set of recommendations assessing the potential for production implementation of CACC in future vehicles were developed along with prototype and small-scale test plans for a follow-on research project to explore implementation issues in a structured fashion. KW - Autonomous intelligent cruise control KW - Dedicated short range communications KW - Longitudinal control KW - Prototypes KW - Vehicle to infrastructure communications KW - Vehicle to vehicle communications UR - http://ntl.bts.gov/lib/56000/56900/56956/FHWA-JPO-16-257.pdf UR - https://trid.trb.org/view/1400144 ER - TY - RPRT AN - 01579634 AU - Liu, Xiaoyue Cathy AU - Chen, Zhuo AU - University of Utah, Salt Lake City AU - Utah Department of Transportation AU - Federal Highway Administration TI - Data-driven Freeway Performance Evaluation Framework for Project Prioritization and Decision Making PY - 2015/03/31/Draft Final Report SP - 59p AB - This report describes methods that potentially can be incorporated into the performance monitoring and planning processes for freeway performance evaluation and decision making. Reliability analysis is conducted on the selected I-15 corridor by employing congestion frequency as the performance measure and hot spots during peak hours are identified through sensitivity analysis. A data-driven algorithm combining spatiotemporal analysis and shockwave theory is developed and applied to historical traffic data and incident records to determine the secondary incidents. The results show that the occurrence of secondary incidents is highly related to weather and roadway conditions. Incident-induced delay is further quantified through spatiotemporal pattern recognition. The average delay induced by incidents aligns well with the incidents’ severity and impact. There were several hot spots suffering from higher delays and these are explored in further details. A statistical mechanism is developed to determine the adverse weather impact on travel. Using the weather records in 2013 and mapping with the PeMS traffic database, the volume and delay under normal condition are estimated and compared with the condition under adverse weather. The analysis of different roadway conditions reveals that the general parabolic pattern of speed and volume disappear under severe adverse weather condition. The mechanism is able to identify the causes for reduced volume under a variety of scenarios through empirical data, either due to roadway capacity reduction or travel demand reduction. KW - Algorithms KW - Decision making KW - Evaluation KW - Freeways KW - Performance measurement KW - Sensitivity analysis KW - Traffic congestion KW - Traffic data KW - Traffic delays KW - Traffic incidents KW - Traffic volume KW - Utah KW - Weather conditions UR - http://www.udot.utah.gov/main/uconowner.gf?n=24706713006892199 UR - https://trid.trb.org/view/1372569 ER - TY - RPRT AN - 01570377 AU - Du, Jianhe AU - Rakha, Hesham AU - Guo, Feng AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Mid-Atlantic Universities Transportation Center AU - Research and Innovative Technology Administration TI - Investigate Attractiveness of Toll Roads PY - 2015/03/31/Final Report SP - 24p AB - High Occupancy Toll (HOT) facilities are used as a solution for congestion mitigation instead of constructing or expanding the capacity of existing roadways. Although toll roads modeling has been researched for a long time, HOT modeling is relatively new. Due to its feature of dynamic rates and multiple access points along the route where drivers can buy in and buy out of the HOT facility easily, the drivers’ reaction to the toll rate changes varies from that on a traditional toll road and is more complicated. The percentage of single occupancy vehicle (SOV) drivers who choose to pay for HOT lane usage is not a monotonously decreasing curve related to toll rate because the dynamically updated toll rate on a HOT lane is directly related to the traffic volume and corresponding congestion level. In this study, the data from SR-167 in the state of Washington are analyzed to study driver responses in response to the toll rate. The percentage of SOVs, who need to pay for using the HOT facility, is analyzed against variables including toll rate, volume, speed, and speed reliability in both the HOT lane and General Purpose (GP) lane. Two sets of logistic models are fitted for the data from the years of 2008 and 2010. The results show that the significant variables include: speed in the GP lanes, speed reliability in the GP lanes, and the traffic volumes in the GP lanes. The toll rate is only significant for the year of 2010. There is a significant ramp-up effect from 2008, the opening year, to 2010, two years after the facility opened to traffic. KW - Drivers KW - General purpose lanes KW - High occupancy toll lanes KW - Logistic regression analysis KW - Rates, fares and tolls KW - Single occupant vehicles KW - Traffic speed KW - Traffic volume KW - Washington (State) UR - http://www.mautc.psu.edu/docs/VT%202012-05.pdf UR - http://www.mautc.psu.edu/docs/vt-2012-05.pdf UR - http://ntl.bts.gov/lib/55000/55200/55269/VT_2012-05.pdf UR - https://trid.trb.org/view/1360152 ER - TY - RPRT AN - 01568659 AU - Bohmholdt, Andrea AU - Weiss, Jason AU - AECOM AU - LMI AU - Federal Highway Administration AU - Department of Transportation TI - Smart Roadside Initiative Macro Benefit Analysis: User’s Guide for the Benefit-Cost Analysis Tool PY - 2015/03/31/Final Report SP - 48p AB - Through the Smart Roadside Initiative (SRI), a Benefit-Cost Analysis (BCA) tool was developed for the evaluation of various new transportation technologies at a State level and to provide results that could support technology adoption by a State Department of Transportation (DOT). The BCA tool provides general guidance on the cost-effectiveness of implementing a freight-related transportation technology and the use of State resources. The BCA tool can be used to evaluate a transportation-related technology after development and prototype testing have been completed. The BCA tool is designed to evaluate the new technology’s economic (to the agency), social (to road users), and environmental impacts. This document has been prepared as a user’s guide to provide analysts with an understanding of how to use the BCA tool. KW - Benefit cost analysis KW - Computer program documentation KW - Environmental impacts KW - Freight transportation KW - Impacts KW - State departments of transportation KW - Technological innovations UR - http://ntl.bts.gov/lib/55000/55000/55003/Revised2_-_SRI_Macro_Benefit_Analysis_Project_Report-March_2015.pdf UR - https://trid.trb.org/view/1358912 ER - TY - RPRT AN - 01575243 AU - Shea, Patrick AU - Sacks, Patty AU - Lian, Scott AU - Richardson, Heather AU - Volpe National Transportation Systems Center AU - National Park Service TI - Gateway Arch Circulator Conceptual Feasibility Study: Jefferson National Expansion Memorial PY - 2015/03/30/Final Report SP - 66p AB - The Jefferson National Expansion Memorial (JEFF) is undergoing major design changes as part of the City Arch River 2015 project (CAR) that will impact access for park visitors. The park and stakeholders are considering a circulator system to facilitate access between downtown, the park and the Mississippi River. The purpose of this study is to review the feasibility of a circulator service at a conceptual level and recommend whether the park and CAR stakeholders should move forward with transportation service planning. The conceptual feasibility study included data collection and analysis, vehicle options analysis, and a stakeholder workshop. The result is a recommendation to continue with transportation service planning and potential operation of a pilot project to demonstrate demand. KW - Access KW - Bus transit KW - Feasibility analysis KW - Jefferson National Expansion Memorial KW - Saint Louis (Missouri) UR - http://ntl.bts.gov/lib/55000/55300/55337/NPS_JEFF_Final_Circulator_Feasibility_2015.pdf UR - https://trid.trb.org/view/1366765 ER - TY - RPRT AN - 01599222 AU - Von Quintus, Harold L AU - Darter, Michael I AU - Bhattacharya, Biplab AU - Titus-Glover, Leslie AU - Applied Research Associates AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Calibration of the MEPDG Transfer Functions in Georgia PY - 2015/03/28/Task 4 Interim Report – Task Order #2 SP - 112p AB - The Georgia Department of Transportation (GDOT) currently uses the empirical 1972 American Association of State Highway and Transportation Officials (AASHTO) Interim Guide for Design of Pavement Structures as their standard pavement design procedure. However, GDOT plans to transition to the Mechanistic Empirical Pavement Design Guide (MEPDG) for designing new and rehabilitated highway pavements. As a part of the transitioning process, GDOT has sponsored an implementation project. One part of the implementation project is to verify the MEPDG global distress transfer functions and calibrate these functions to local conditions, if determined to be necessary. The Georgia Long-Term Pavement Performance (LTPP) and non-LTPP roadway segments were used for this verification-calibration process. As noted above, one objective of the implementation project was to verify or confirm that the MEPDG transfer functions and global calibration coefficients derived from National Cooperative Highway Research Program (NCHRP) project 1-40D reasonably predict distresses and smoothness in Georgia. The Task 2 interim report focused on using the Georgia LTPP test sections to confirm the applicability of the global calibration coefficients. The Task 2 interim report concluded some of the transfer functions exhibited significant bias between the measured and predicted distress and require local calibration. This report documents the local calibration of the transfer functions using LTPP and non-LTPP roadway segments. The calibration process follows the procedure presented in the 2010 AASHTO MEPDG Local Calibration Guide. Local calibration coefficients were derived to remove that bias for the rutting, fatigue cracking, and thermal cracking transfer functions of flexible pavements, and the faulting and fatigue cracking transfer functions of rigid pavements. The global coefficients of the smoothness degradation regression equation for flexible and rigid pavements were also checked for their applicability to Georgia conditions. KW - Long-Term Pavement Performance Program KW - Calibration KW - Georgia KW - Implementation KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Pavement distress KW - Pavement performance KW - Smoothness KW - Test sections UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-17%20Task%20Order%202.pdf UR - https://trid.trb.org/view/1405569 ER - TY - ABST AN - 01573298 TI - TRB Core Program Services for a Highway RD&T Program - FFY 2015 (TRB FY 2016) AB - The objective of this research project is to provide a mechanism for state transportation departments to support the Transportation Research Board's (TRB's) core program and services. KW - Development KW - Highways KW - Research KW - State departments of transportation KW - Technology KW - Transportation Research Board UR - http://www.pooledfund.org/Details/Study/570 UR - https://trid.trb.org/view/1366522 ER - TY - ABST AN - 01567094 TI - High Occupancy Vehicle (HOV)/Managed Use Lane (MUL) AB - The goal of this study is to assemble regional, State, and local agencies, service providers, and the Federal Highway Administration (FHWA) to: (1) identify issues that are common among agencies that manage roadway lanes as a tool to reduce congestion and optimize facility usage; (2) suggest projects and initiatives to advance practice; (3) select and initiate projects intended to address identified issues; (4) identify recommendations and potential solutions, and (5) disseminate results. KW - High occupancy vehicle lanes KW - Highway operations KW - Managed lanes KW - Optimization KW - Traffic congestion KW - Traffic control KW - U.S. Federal Highway Administration UR - http://www.pooledfund.org/Details/Study/571 UR - https://trid.trb.org/view/1358878 ER - TY - RPRT AN - 01575246 AU - Newton, Diane AU - Leidos AU - Federal Highway Administration AU - Department of Transportation TI - Freight Advanced Traveler Information System (FRATIS) Dallas-Fort Worth – As-Built System Architecture and Design PY - 2015/03/20/Final Report SP - 43p AB - This document describes the As-Built System Architecture and Design for the Freight Advanced Traveler Information System (FRATIS) Dallas-Fort Worth (DFW) prototype system. The FRATIS prototype in DFW consisted of the following components: optimization algorithm, terminal wait time, route specific navigation/traffic/weather, and advanced notice to terminals. The high level architecture is described for each of the recommended component options. KW - Dallas-Fort Worth Metropolitan Area KW - Freight Advanced Traveler Information System (FRATIS) KW - Freight transportation KW - Prototypes KW - System architecture KW - System design UR - http://ntl.bts.gov/lib/55000/55300/55303/fratis_dfw_sad_final_508.pdf UR - https://trid.trb.org/view/1366764 ER - TY - RPRT AN - 01600753 AU - Scopatz, Robert A AU - Gross, Francis AU - Himes, Scott AU - Anderson, Steven AU - Jackson, Eric AU - Vanasse Hangen Brustlin, Incorporated AU - University of Connecticut, Storrs AU - Connecticut Department of Transportation AU - Federal Highway Administration TI - Connecticut Department of Transportation Safety Techniques Enhancement Plan PY - 2015/03/18/Final Report SP - 83p AB - The Highway Safety Manual (HSM) defines a six-step cycle of safety management processes. This report evaluates the Connecticut Department of Transportation (ConnDOT) on how well it conforms to the six safety management steps. The methods recommended in the HSM require additional skills and analytic tools that ConnDOT will need to acquire through training or external sources. In addition, the HSM (Part C) includes a description of Predictive Methods that ConnDOT should consider adopting for use in alternatives analysis and the design exception process of highway design. This Safety Techniques Enhancement Plan provides recommendations for improvement in each step of the safety management process and a strategic plan for achieving the vision established by the stakeholders: Connecticut has a rigorous, efficient, and automated safety management process coupled with experienced and expert staff that can use the results to improve decision-making on the entire transportation network. The document concludes with an Action Plan that shows the Goals, Objectives, Tasks, and steps to improving ConnDOT’s safety analyses and decision-making processes. The Strategic Plan is designed for easy tracking and maintenance by the involved parties within ConnDOT so that a status report on all action items can be available at any time. KW - Alternatives analysis KW - Connecticut Department of Transportation KW - Decision making KW - Highway design KW - Highway Safety Manual KW - Recommendations KW - Safety management KW - Strategic planning UR - http://www.ct.gov/dot/lib/dot/documents/dpolicy/research/CT-2287-F-15-4.pdf UR - https://trid.trb.org/view/1408431 ER - TY - RPRT AN - 01576256 AU - Federal Highway Administration TI - Road Diet Case Studies PY - 2015/03/18 SP - 52p AB - A Road Diet is generally described as removing vehicle lanes from a roadway and reallocating the extra space for other uses or travelling modes, such as parking, sidewalks, bicycle lanes, transit use, turn lanes, medians or pedestrian refuge islands. Road Diets have the potential to improve safety, provide operational benefits, and increase the quality of life for all road users. Road Diets can be relatively low cost if planned in conjunction with reconstruction or resurfacing projects since applying Road Diets consists primarily of restriping. The aim of this document is to provide State and local agencies and Tribal governments with examples and advice that can assist them in planning and implementing Road Diets in their own jurisdictions. Twenty four case studies highlighting Road Diet implementation throughout the United States are included. KW - Case studies KW - Highway design KW - Highway safety KW - Implementation KW - Road diets KW - Traffic lanes KW - United States UR - http://safety.fhwa.dot.gov/road_diets/case_studies/roaddiet_cs.pdf UR - https://trid.trb.org/view/1367857 ER - TY - RPRT AN - 01558322 AU - Department of Transportation TI - Program and Data Limitations Impede the Effectiveness of FAA's Hazardous Materials Voluntary Disclosure Reporting Program PY - 2015/03/15 SP - 21p AB - The transportation of hazardous materials by air can present serious safety risks. To promote safety and incentivize carriers to comply with hazardous materials regulations, the Federal Aviation Administration (FAA) established the Hazardous Materials Voluntary Disclosure Reporting Program (HM VDRP) in 2006. Under the HM VDRP, air carriers can voluntarily disclose violations of specific hazardous materials regulations without receiving civil penalties. FAA’s policy is designed to encourage compliance with regulations, foster safe operating practices, and promote the development of internal evaluation programs by air carriers. However, the effectiveness of the HM VDRP depends on close monitoring by FAA to ensure the program is not misused. Given the seriousness of risks posed by hazardous materials in aviation, including the potential for accidents, the Office of Inspector General (OIG) initiated this audit of FAA’s oversight of the HM VDRP. The audit objectives were to determine whether FAA: (1) has an adequate framework to effectively carry out the HM VDRP, and (2) uses HM VDRP data to identify safety risks. OIG conducted this work in accordance with generally accepted Government auditing standards from September 2013 to January 2015. KW - Air transportation KW - Airlines KW - Aviation safety KW - Data analysis KW - Hazardous materials KW - Policy KW - Regulations KW - Risk analysis KW - U.S. Federal Aviation Administration UR - https://www.oig.dot.gov/sites/default/files/FAA%20HAZMAT%20Voluntary%20Disclosure%20Reporting%20Program%20Final%20Report%5E3-13-15.pdf UR - https://trid.trb.org/view/1347318 ER - TY - RPRT AN - 01596747 AU - McGehee, Daniel V AU - Brewer, Mark AU - Schwarz, Chris AU - Smith, Bryant Walker AU - University of Iowa, Iowa City AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Review of Automated Vehicle Technology: Policy and Implementation Implications PY - 2015/03/14/Version 1.0 SP - 41p AB - The goals of this project were to undergo a systematic review of automated vehicle technologies with a focus on policy implications, methods of implementation, regulation by states, and developments occurring on legal fronts, ultimately creating a set of policy recommendations and questions for further research. This report provides the following recommendations for the state of Iowa over the next five years: (1) Encouraging automation by preparing government agencies, infrastructure, leveraging procurement, and advocating for safety mandates; (2) Adjusting long range planning processes by identifying and incorporating a wide range of new automation scenarios; (3) Beginning to analyze and, as necessary, clarify existing law as it apples to automated driving; (4) Auditing existing law; (5) Enforcing existing laws; (6) Ensuring vehicle owners and operators bear the true cost of driving; (7) Embracing flexibility by giving agencies the statutory authority to achieve regulatory goals through different means, allowing them to make small-scale exemptions to statutory regimes and clarifying their enforcement discretion; (9) Thinking locally and preparing publicly; (10) Sharing the steps being taken to promote (as well as to anticipate and regulate) automated driving; and (11) Instituting public education about automated vehicle technologies. KW - Education KW - Implementation KW - Intelligent vehicles KW - Iowa KW - Long range planning KW - Policy, legislation and regulation KW - Recommendations KW - Technological innovations UR - http://publications.iowa.gov/21899/1/IADOT_RB28_015_UIPPC_McGehee_Review_Automated_Vehicle_Technology_Policy_Implementation_Implications_V1_2016.pdf UR - https://trid.trb.org/view/1403176 ER - TY - RPRT AN - 01563453 AU - Research and Innovative Technology Administration AU - Federal Highway Administration TI - Federal Highway Administration Health in Transportation Working Group: 2014 Annual Report PY - 2015/03/13/Final Report SP - 13p AB - The U.S. Department of Transportation (DOT) Health in Transportation Working Group examines the agency’s policies and programs and their impacts on health-related issues such as air quality, active transportation, environmental review, noise, safety, livable communities, and access to health-related facilities. Working Group members lead and participate in many initiatives that aim to encourage the consideration of health in all aspects of transportation. This report provides an overview of the Working Group’s activities and accomplishments in 2014, summarizes other DOT health-related accomplishments, documents its progress toward the recommendations included in the 2013 Annual Report, and offers recommendations for 2015 based on several themes that the Working Group discussed in 2014. KW - Air quality KW - Annual reports KW - Environmental impacts KW - Health care facilities KW - Noise KW - Public health KW - Recommendations KW - Transportation planning UR - http://www.fhwa.dot.gov/planning/health_in_transportation/workgroup/2014_annual_report/fhwahep15037.pdf UR - https://trid.trb.org/view/1353231 ER - TY - RPRT AN - 01557303 AU - Janssen, Donald J AU - Grimshaw, Lily B AU - Pacific Northwest Transportation Consortium AU - Research and Innovative Technology Administration TI - Field Validation of Recycled Concrete Fines Usage PY - 2015/03/12/Final Project Report SP - 46p AB - The amount of recycled concrete fines permitted in concrete mixing water is limited by ASTM C 1602 to 5.0 percent of the mixing water, by mass, in order to avoid detrimental effects on concrete properties. Depending upon the exact nature of the recycles concrete fines, researchers have reported no detrimental effects at significantly higher fines contents in some cases, and unacceptably-lowered strengths at fines contents below the allowed limits in other cases. In practically all instances, concrete producers control the quantity of recycled concrete fines by measuring the specific gravity of the mix water containing the fines. This measurement, while providing an indication of the total amount of fines in the water, is unable to distinguish between dissolved and suspended solids. In addition, the effect of pH – significant in terms of the rate of cement hydration, is ignored. Recent work has looked at characterizing the fines in terms of both the conductivity of the mix water containing the fines and the pH of the mix water. Correlations relating performance of mortar mixtures and the conductivity and pH of the mix water have been developed. Performance characteristics included set time as well as compressive strength at 3 and 28 days. This report documents results of using revised performance correlations on concrete produced at a ready-mix concrete plant. An instrumentation assembly with conductivity and pH probes was placed into the tank used to weigh the mix water. Mixtures with either no recycled fines or two different levels of recycled fines content were then prepared in full-truck batches and compression specimens were prepared from concrete obtained from the trucks. This was repeated for a total of four separate sampling days, in order to achieve some variation in the exact nature of the recycled fines. Compression results indicated that all of the mixtures achieved at least 90 percent of the control 3-day strength and the only mixture to not achieve 90 percent of the control 28-day strength was correctly predicted. The occurrence of some false-negative predictions for mixtures with higher pH mixing water indicates that additional work is needed in order to refine the predictive equations so they are reliable for a larger range of recycled concrete-fines mixing water parameters. KW - Admixtures KW - Compression tests KW - Electrical conductivity KW - Fines (Materials) KW - pH value KW - Ready mixed concrete KW - Recycled materials UR - http://depts.washington.edu/pactrans/wp-content/uploads/2013/11/PacTrans-32-626671-Janssen-Donald-Small-Project.pdf UR - https://trid.trb.org/view/1346367 ER - TY - RPRT AN - 01557308 AU - American Association of State Highway and Transportation Officials (AASHTO) AU - Federal Highway Administration TI - AASHTO – FHWA Task Force on ET-Plus 4” Dimensions PY - 2015/03/11 SP - 15p AB - The American Association of State Highway and Transportation Officials (AASHTO) and the Federal Highway Administration (FHWA) assembled a task force to answer the following questions: (1) Is there any evidence that there are multiple versions of the ET-Plus 4” guardrail end terminals on the roadways? For the remainder of this report the term ‘ET-Plus device’ will mean the ET-Plus guardrail end terminal with a 4” feeder channel. (2) Are the ET-Plus devices that were crash tested at Southwest Research Institute (SwRI) between December 2014 and January 2015 representative of the ET-Plus devices installed on the roadways? (3) Do any of the variations in the dimensions either individually or in concert with another dimension cause a concern regarding the performance of the ET-Plus device? During the task force’s deliberations, a fourth question was raised based on allegations by Dr. Dean Sicking that the tests did not apply worst-case test conditions to the device: (4) Did the crash tests conducted at SwRI between Dec. 2014 and Jan. 2015 apply worst-case test conditions to the ET-Plus device itself? KW - Guardrail terminals KW - Highway safety KW - Impact tests KW - Performance KW - Size KW - Southwest Research Institute (SwRI) UR - http://www.fhwa.dot.gov/guardrailsafety/dimensionsreport.pdf UR - https://trid.trb.org/view/1346061 ER - TY - RPRT AN - 01576195 AU - Lyons, William M AU - Duffy, Catherine AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Review of State DOT Approaches to Distribute Federal Metropolitan Planning (PL) Funds to MPOs PY - 2015/03/10 SP - 31p AB - Metropolitan Planning Funds (PL funds) are provided from the Federal Highway Trust Fund and distributed by State Departments of Transportation (DOTs) to Metropolitan Planning Organizations (MPOs) to conduct the planning activities required by Title 23 of the U.S. Code 134. Each MPO is responsible for planning to meet the transportation needs within its metropolitan planning area. PL funds are distributed to States based on a ratio of urbanized-area population in individual States to the total nationwide urbanized-area population. State DOTs then distribute this funding to the MPOs in their State based on a formula, agreed to by the MPOs, and approved by their Federal Highway Administration (FHWA) Division Office. This report describes a range of different approaches to distribution formulas, and provides observations drawn from the DOT and MPO contacts and the study team’s analysis of the merits of the different approaches. FHWA is providing this information as a resource for DOTs and MPOs nationwide to use in self-assessment of current distribution approaches and to consider alternative approaches. KW - Alternatives analysis KW - Case studies KW - Government funding KW - Highway Trust Fund KW - Metropolitan planning organizations KW - State departments of transportation UR - http://ntl.bts.gov/lib/55000/55300/55384/fhwahep15024.pdf UR - https://trid.trb.org/view/1369009 ER - TY - RPRT AN - 01576099 AU - Bettisworth, Caitlin AU - Hassol, Josh AU - Maloney, Cynthia AU - Sheridan, Amy AU - Sloan, Suzanne AU - Volpe National Transportation Systems Center AU - Department of Transportation TI - Dynamic Mobility Applications Analysis: Policy and Institutional Issues for Multi-Modal Intelligent Traffic Signal System (MMITSS) PY - 2015/03/06/Final Report SP - 31p AB - The Connected Vehicle Mobility Policy team developed this report to document policy considerations for the Multi-Modal Intelligent Traffic Signal System, or MMITSS. MMITSS comprises a “bundle” of dynamic mobility applications (DMA) that leverage existing and new connected vehicle data sets to optimize traffic signal timing for safety, emergency response, and improved mobility. The analysis is based on the policy team’s review of a wide range of materials that include: (1) The MMITSS program’s Concept of Operations (ConOps), Stakeholder Input Report, and System Design and Requirements documents. (2) The Connected Vehicle Reference Implementation Architecture (CVRIA) diagrams for MMITSS. (3) Discussions with the technical team overseeing development of the prototype applications within the MMITSS bundle and a review of the prototype documents. (4) Industry best practices and standards in information technology, security and privacy, and data exchange. KW - Best practices KW - Data collection KW - Intelligent transportation systems KW - Mobile communication systems KW - Mobility KW - Privacy KW - Stakeholders KW - Traffic signal control systems KW - Traffic signal timing KW - Transportation policy KW - Transportation safety UR - http://ntl.bts.gov/lib/54000/54800/54850/FHWA-JPO-14-136_v1.pdf UR - https://trid.trb.org/view/1369008 ER - TY - RPRT AN - 01594324 AU - Battelle Memorial Institute AU - University of Maryland, College Park AU - Capital Wireless Information Net AU - Battelle AU - Department of Transportation AU - Research and Innovative Technology Administration AU - Federal Highway Administration AU - Federal Transit Administration TI - Prototype Development and Demonstration for Response, Emergency Staging, Communications, Uniform Management, and Evacuation (R.E.S.C.U.M.E.) – Information Broker Framework PY - 2015/03/05 SP - 83p AB - The Dynamic Mobility Applications (DMA) program is designed to enhance deployment of emerging technologies and applications and promote collaboration in research and development of the mobility applications of future surface transportation systems. Response, Emergency, Staging, Communications, Uniform Management, and Evacuation (R.E.S.C.U.M.E.), is one component of the DMA program. Emergency Communications for Evacuation (EVAC) is one of three complementary applications that composes R.E.S.C.U.M.E. This document provides an analysis of the Regional Integrated Transportation Information Systems’ (RITIS) and CapWIN’s ability to serve as an Information Broker that is conceptualized to support various functions of R.E.S.C.U.M.E., in particular the EVAC application. In addition, it provides guidance on minimum functions that are required to enable the Information Broker and EVAC application in other regions nationally. KW - Advanced traveler information systems KW - Disaster preparedness KW - Emergency communication systems KW - Emergency management KW - Evacuation KW - Information systems KW - Mobility KW - Prototypes UR - http://ntl.bts.gov/lib/56000/56900/56965/Rewrite_Final_1.13.16_FHWA-JPO-15-233.pdf UR - https://trid.trb.org/view/1400138 ER - TY - RPRT AN - 01568653 AU - Lee, Stephanie AU - Tremble, Mike AU - Vaivai, Justine AU - Rowangould, Gregory AU - Tayarani, Mohammad AU - Poorfakhraei, Amir AU - Ecosystem Management, Incorporated AU - University of New Mexico AU - Volpe National Transportation Systems Center AU - Federal Highway Administration AU - Middle Rio Grande Council of Governments TI - Central New Mexico Climate Change Scenario Planning Project PY - 2015/03/04/Final Report SP - 111p AB - From 2013 to 2015, the U.S. Department of Transportation (US DOT) John A. Volpe National Transportation Systems Center (Volpe Center) and the Federal Highway Administration (FHWA) partnered with the Mid Region Council of Governments (MRCOG) to evaluate how the central New Mexico region could develop in a way that minimizes greenhouse gas (GHG) emissions and increases resiliency to climate change. MRCOG, in consultation with stakeholders within the metropolitan planning area and through a series of public meetings, developed land-use and transportation planning scenarios for the region as well as a list of performance measures to comparatively evaluate each scenario. Facilitated by the Volpe Center, a group of representatives from several federal, state, and local agencies provided input and guidance over the course of the project. With the assistance of the University of New Mexico (UNM) and Ecosystem Management, Inc. (EMI) consultant team, MRCOG evaluated these scenarios for their effect on several of the performance measures including regional mobility, accessibility, GHG emissions, and resiliency to climate change. This report describes the development of the scenarios, modeling system, and other evaluation methods as they evolved through the course of the project. The report also summarizes the conclusions reached from the evaluation of the final set of scenarios. KW - Accessibility KW - Alternatives analysis KW - Climate change KW - Forecasting KW - Greenhouse gases KW - Land use planning KW - Mobility KW - New Mexico KW - Performance measurement KW - Stakeholders KW - Transportation planning UR - http://ntl.bts.gov/lib/55000/55000/55072/Central_NM_Climate_Change_Scenario_Planning.pdf UR - https://trid.trb.org/view/1358904 ER - TY - RPRT AN - 01599288 AU - Souleyrette, Reginald R AU - Wang, Teng AU - Lau, Dan AU - Peng, Xu AU - Aboubakr, Ahmed AU - Randerson, Edward AU - National University Rail Center (NURail) AU - Research and Innovative Technology Administration TI - 3D Methodology for Evaluating Rail Crossing Roughness PY - 2015/03/02/Final Report SP - 27p AB - Quality of surface is an important aspect affecting both the safety and the performance of at-grade rail-highway crossings. Roughness may increase the risk of crashes for both trains and automobiles. The goal of this research is to test and develop low-cost sensors and methods for measuring rail crossing surfaces and a method for evaluating the crossings to support both safety and maintenance programs. This report covers work done to develop and test a 3D methodology to assess the ride-ability of rail highway grade crossings. It is comprised of introductory and background material that motivates the need for such a methodology and previous work related to the same. Two conference papers are attached as appendices. These papers cover the development of a low-cost 3D sensor and the potential use of accelerometers to evaluate crossing roughness. KW - Accelerometers KW - Evaluation and assessment KW - Highway safety KW - Methodology KW - Railroad grade crossings KW - Railroad safety KW - Roughness KW - Sensors UR - http://www.nurailcenter.org/research/final_reports/UKY/NURail2012-UKY-R03_and_2013-UKY-R06_Final_Report_3D_Methodology1.pdf UR - http://ntl.bts.gov/lib/59000/59200/59299/NURail2012-UKY-R03_and_2013-UKY-R06_Final_Report_3D_Methodology1.pdf UR - https://trid.trb.org/view/1405086 ER - TY - RPRT AN - 01590525 AU - Sheffi, Yossi AU - Goentzel, Jarrod AU - New England University Transportation Center AU - Research and Innovative Technology Administration TI - Big Data During Crisis: Lessons from Hurricane Irene PY - 2015/03/02/Final Report SP - 3p AB - The approach taken in this project was to conduct a case study on transportation outages in Hurricane Irene. In this case study, natural language processing (NLP) techniques were used to analyze social media data for transportation outage information. The results of that analysis are then compared with data collected by state transportation agencies using traditional methods to identify whether these outages were identified on social media. The intent of the case study was to characterize the potential of big data from sensor networks to compliment existing sensor networks to create actionable information in a disaster, and to further develop methodologies to analyze these sources of data. Transportation data for Hurricane Irene were collected from the four states of New York, New Jersey, Vermont and New Hampshire, and Twitter data were collected. KW - Case studies KW - Data analysis KW - Data collection KW - Hurricane Irene, 2011 KW - Information dissemination KW - New Hampshire KW - New Jersey KW - New York (State) KW - Sensors KW - Service disruption KW - Social media KW - Twitter KW - Vermont UR - http://agelab.mit.edu/files/24_descriptions/MITR24_10_FINAL_REPORT.pdf UR - https://trid.trb.org/view/1397314 ER - TY - RPRT AN - 01603667 AU - National Center for Safe Routes to School AU - Federal Highway Administration TI - Trends in Walking and Bicycling to School from 2007 to 2013 PY - 2015/03 SP - 46p AB - This report is a follow-up to an initial study entitled Trends in Walking and Bicycling to School from 2007 to 2012, and includes 605,000 parent surveys collected by nearly 5,300 schools throughout the United States starting in 2007 and extending through 2013. Data gleaned from these parent surveys provide a valuable opportunity to analyze school travel patterns and to discern ways in which school- and household-level factors may influence families’ school travel mode choices. To examine student travel patterns and parental perceptions of active school travel over time, the research team estimated multinomial logit models which clustered parents’ survey responses by school. These models estimated the probability of choosing school travel modes as a function of school-level and household-level predictor variables. School-level variables include data maintained by the National Center for Education Statistics (NCES), such as school income and the Census-defined locale in which schools were located (i.e., cities, suburbs, towns, and rural areas). Household-level variables included: students’ sex and grade in school; distance the student lived from school; parents’ level of education; whether the student asked parents for permission to walk or bicycle between home and school; how much fun parents perceived walking and bicycling to be for their child; how healthy walking and bicycling was for their child; and how much their child’s school supported walking and bicycling to/from school. KW - Bicycling KW - Mode choice KW - Multinomial logits KW - Parents KW - Safe Routes to School (Program) KW - School children KW - School trips KW - Schools KW - Surveys KW - Travel patterns KW - Trend (Statistics) KW - United States KW - Walking UR - http://saferoutesinfo.org/sites/default/files/SurveyTrends_2007-13_final1.pdf UR - https://trid.trb.org/view/1411565 ER - TY - RPRT AN - 01603552 AU - Research and Innovative Technology Administration AU - Department of Commerce TI - 2012 Economic Census. Transportation. 2012 Commodity Flow Survey. Exports PY - 2015/03 SP - 71p AB - The Commodity Flow Survey (CFS) is a joint effort by the Bureau of Transportation Statistics (BTS) and the U.S. Census Bureau, U.S. Department of Commerce. The survey is the primary source of national and state-level data on domestic freight shipments by establishments in mining, manufacturing, wholesale, auxiliaries, and selected retail and services trade industries located in the 50 states and the District of Columbia. An export in the CFS is defined as shipment to a foreign country from the 50 states and Washington, DC. Shipments to U.S. possessions and territories are also treated as exports. Respondents to the CFS were asked to report the foreign city, country of destination, and mode of transport by which the shipment left the country. The respondents were also asked to report the U.S. port, airport, or border crossing of exit and report the “domestic mode” of transport used to reach the U.S. destination. Shipment characteristics including value, tons, and ton-miles are presented in summary form in this report. KW - Commodity flow KW - Exports KW - Freight transportation KW - Industries KW - Origin and destination KW - Shipments KW - Surveys KW - Ton miles KW - Transportation modes KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/ec12tcf-us-ex.pdf UR - https://trid.trb.org/view/1412910 ER - TY - RPRT AN - 01592035 AU - Helgeson, Samuel AU - Cramer, Steven M AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Evaluation of Curing Compound Application Time on the Surface Durability of Concrete PY - 2015/03//Final Report SP - 142p AB - The effect of curing compound application time after concrete finishing was examined in this study. Times of 30 minutes, 2 hours and 4 hours were considered and repeatability was evaluated with comparisons to a Phase I portion of the study. Scaling resistance varied with mix type and curing compound type. None of the curing compounds provided scaling resistance that approached that of wet room curing. The effectiveness of most curing compounds appeared tied to the surface condition of the concrete. The presence of bleed water varied with mix type and if bleed water was present, the effectiveness of the curing compounds were typically compromised. Polyalphamethylstyrene (PAMS) resin based curing compound appeared to be equally effective regardless of application time but this was not true for wax-based, linseed oil and acrylic curing compounds. Generally for these compounds 2 to 4 hours was needed for best results depending on cementitious additives. KW - Concrete curing KW - Concrete pavements KW - Curing agents KW - Durability KW - Evaluation KW - Evaporation KW - Freeze thaw durability KW - Scaling (Concrete) KW - Time duration KW - Wisconsin UR - http://ntl.bts.gov/lib/56000/56200/56228/WisDOT-WHRP-project-0092-11-05-final-report.pdf UR - https://trid.trb.org/view/1398657 ER - TY - RPRT AN - 01581022 AU - Bledsoe, James AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Replacement of Bridge in Oklahoma Utilizing Accelerated Bridge Construction and Bridge Sliding Methodology PY - 2015/03//Final Report SP - 39p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Oklahoma Department of Transportation (ODOT) was awarded a $718,000 grant to demonstrate the use of proven, innovative technologies for accelerated bridge construction (ABC). This report documents the use of accelerated bridge construction methods and transverse bridge sliding technology to replace the bridge on SH 51, over Cottonwood Creek in Creek County. The innovations used in this project increased safety, enhanced quality, and resulted in a structure that will provide increased longevity and lower maintenance costs for the people of Oklahoma. While the use of accelerated bridge construction may not have reduced the total time to construct this project, it did result in a road closure of only 11 days, compared to the estimated 180 days for traditional bridge replacement. Using this technology increased the initial construction cost by about $1.6 million, or nearly 84 percent on the project. This increase is attributed mostly to the contracting community’s unfamiliarity with the technology. It is assumed that the experience gained from this project will lower future bids and allow more routine use of this technology going forward. While not a direct savings to the agency, the cost of the innovation was offset by savings in user and safety costs, as discussed in this report. ODOT believes that it is important to gain experience with this technology so that contractors become familiar with the technology, hopefully resulting in lower bids in the future. While the initial cost of ABC is higher, the agency believes that there are situations where it is a good alternative, especially where there would be extended closure of the roadway, long detours, or dramatically increased travel times. This would be especially true in areas with a high traffic volume. KW - Bridge construction KW - Costs KW - Demonstration projects KW - Economic analysis KW - Oklahoma KW - Street closure KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Oklahoma%20SH51%20Cottonwood%20Creek%20Report%20Draft%20Final.pdf UR - https://trid.trb.org/view/1372963 ER - TY - RPRT AN - 01581018 AU - Barrett, Timothy J AU - Miller, Albert E AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Documentation of the INDOT Experience and Construction of the Bridge Decks Containing Internal Curing in 2013 PY - 2015/03//Final Report SP - 108p AB - The Indiana Department of Transportation (INDOT) constructed four bridge decks utilizing internally cured, high performance concrete (IC HPC) during the summer of 2013. These decks implement research findings from the research presented in the FHWA/IN/JTRP‐2010/10 report where internal curing was proposed as one method to reduce the potential for shrinkage cracking, leading to improved durability. The objective of this research was to document the construction of the four IC HPC bridge decks that were constructed in Indiana during 2013 and quantify the properties and performance of these decks. This report contains documentation of the production and construction of IC HPC concrete for the four bridge decks in this study. In addition, samples of the IC HPC used in construction were compared with a reference high performance concrete (HPC) which did not utilize internal curing. These samples were transported to the laboratory where the mechanical properties, resistance to chloride migration, and potential for shrinkage and cracking was assessed. Using experimental results and mixture proportions, the diffusion based service life of the bridge decks was able to be estimated. Collectively, the results indicate that the IC HPC mixtures that were produced as a part of this study exhibit the potential to more than triple the service life of the typical bridge deck in Indiana while reducing the early age autogenous shrinkage by more than 80% compared to non‐internally cured concretes. KW - Bridge construction KW - Bridge decks KW - Concrete curing KW - Cracking KW - Durability KW - High performance concrete KW - Indiana KW - Laboratory tests KW - Service life KW - Shrinkage UR - http://dx.doi.org/10.5703/1288284315532 UR - https://trid.trb.org/view/1373236 ER - TY - RPRT AN - 01580977 AU - Barden, Eric AU - Spicer Group AU - Michigan Utility Coordination Committee AU - Michigan Department of Transportation AU - Federal Highway Administration TI - Michigan Utility Coordination Committee's Geospatial Utility Infrastructure Data Exchange 2014 Pilot Initiative PY - 2015/03 SP - 70p AB - The Michigan Utility Coordination Committee's (MUCC) Geospatial Utility Infrastructure Data Exchange (GUIDE) initiative revolutionizes spatial awareness and spatial quality of underground utility infrastructure information by capturing accurate 3-dimensional geospatial location data on underground utility infrastructure at the time of installation, and storing this information in a highly accessible and secure repository. The ability to share spatial information with all stakeholders will help reduce utility conflicts during project design, reduce utility conflicts during construction, reduce overall utility life cycle costs and enhance the safety of the general public. Through the acquisition, preservation and accessibility of precise spatial data on new underground utility installations, roadway agencies, consultants and utility companies will have the ability to better plan projects, anticipate and identify utility conflicts before construction activities, prevent unexpected utility relocations, and share high-value spatial information among all project stakeholders. This document discusses the 2014 GUIDE pilot initiative and goals, data acquisition strategies, pilot project results, cost benefit, and considerations for the future. KW - Benefit cost analysis KW - Coordination KW - Data collection KW - Data sharing KW - Geospatial analysis KW - Michigan KW - Public utilities KW - Stakeholders UR - http://www.michigan.gov/documents/mdot/GUIDE_Report_-_2014_Pilot_Initiative_483066_7.pdf UR - https://trid.trb.org/view/1373415 ER - TY - RPRT AN - 01580879 AU - Rescot, Robert A AU - Qu, Shuo AU - Noteboom, Rebecca AU - Nafakh, Ahmad AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Evaluation of Flashing Yellow Arrow Traffic Signals in Indiana SN - 9781622603497 PY - 2015/03//Final Report SP - 42p AB - The evaluation of flashing yellow arrow signals for widespread implementation was evaluated. Through the collection of field driver performance data, survey data, crash data, at two test sites in the state, it was concluded that this is a worthwhile practice to be considered for a larger scale deployment. The return on investment includes both increased safety, and improved mobility. Given Indiana’s widespread usage of span and catenary signal supports, installation could be simplified to place a larger four section flashing yellow head in a horizontal orientation while leaving adjacent through lane three section signal heads in a vertical alignment, and not decrease the standard of care provided to the public, given proper engineering judgment. KW - Arrows (Signals) KW - Crash data KW - Driver performance KW - Evaluation KW - Field tests KW - Flashing traffic signals KW - Indiana KW - Return on investment KW - Surveys KW - Traffic safety KW - Yellow UR - http://dx.doi.org/10.5703/1288284315530 UR - https://trid.trb.org/view/1374364 ER - TY - RPRT AN - 01580467 AU - Schierholz, Jeanna AU - Raghunathan, Deepak AU - Sadasivam, Suri AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Wyoming Demonstration Project: Diverging Diamond Interchange Project at College Drive PY - 2015/03//Final Report SP - 51p AB - The Wyoming diverging diamond interchange (DDI) project, which was 90 percent Federally funded and 10 percent State funded, was located at the College Drive Interchange on Interstate 25, approximately 3 miles south of Cheyenne at reference marker 7.85. The project received a Highways for LIFE grant of $400,000 and was the first of its kind in the State. The total length of the project was 1,080 feet, and the total length of the bridge was 220 feet. The project sought to reduce the congestion caused by slow-moving trucks and to increase pedestrian and vehicular safety throughout the interchange. The project converted the conventional diamond interchange into a DDI by incorporating minor structure alterations, ramp realignments, signal installations, and lighting. The construction was carried out in four phases. During these phases, one lane was left open for traffic in each direction, and the traffic was controlled with flaggers and traffic control. Reduced speed limit signs, advanced warning signs, traffic drums, and arrows were also installed. Highways for LIFE safety goals for worker and motorist safety were met on this project. Per Wyoming Department of Transportation’s (WYDOT's) estimates, a typical interchange reconstruction or rehabilitation would have taken, on average, two construction seasons, with a shutdown for the winter season and temporary traffic control for 18 months or longer. In contrast, the DDI was completed within 9 months. Thus, the as-built scenario resulted in 50 percent reduction in the time highway users are impacted, compared to traditional methods, thereby meeting the Highways for LIFE goal for faster construction. During the construction period, WYDOT did not find any significant travel time delays or queuing along the College Drive interchange and ramps of I-25. The use of DDI, which cost $3,056,898.43, is expected to result in an estimated present worth savings of $8,782,000, which accounts for the reduction in user delays over 20 years and the cost of signalizing the interchange. Overall, the traveling public expressed satisfaction with the new facility and the construction approach. KW - Cost effectiveness KW - Demonstration projects KW - Diamond interchanges KW - Diverging diamond interchanges KW - Economic analysis KW - Highway safety KW - Highways for LIFE KW - Reconstruction KW - Technological innovations KW - Work zone safety KW - Wyoming UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/WY%20College%20Drive%20DDI%20%20Report_Final.pdf UR - https://trid.trb.org/view/1373010 ER - TY - RPRT AN - 01580342 AU - Tayabji, Shiraz AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Virginia Demonstration Project: Pavement Rehabilitation Using Roller Compacted Concrete Pavement along a Section of Staffordboro Boulevard, Stafford, Virginia PY - 2015/03//Final Report SP - 31p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Virginia Department of Transportation (VDOT) was awarded a grant to demonstrate the use of roller compacted concrete pavement (RCCP) to rehabilitate existing asphalt concrete (AC) pavements. The project selected for the demonstration is located along a section of Staffordboro Boulevard (SR11/SR 53/SR 211) that has heavy commuter traffic. The project also included construction of a new RCCP in an adjacent commuter parking lot. All RCCP along Staffordboro Boulevard was overlaid with 2 inches of hot mix AC surface layer. This report documents the application of the RCCP technology for pavement rehabilitation along the section of Staffordboro Boulevard. Because of the technology focus for this project, no economic analysis was required to be performed. The bid price for the 8-inch-thick RCCP, without the 2-inch-thick AC surfacing, along Staffordboro Boulevard was $41 per square yard. Using the RCCP technology on this project allowed VDOT to evaluate RCCP technology for rehabilitation of distressed AC pavements without requiring extended lane closures and without impacting the daily commute of the road users along a heavily trafficked suburban roadway. VDOT gained valuable experience with design, mixture proportioning, and construction of new RCCP with an AC surface. VDOT evaluated the RCCP application in Stafford to determine the feasibility of applying the technology to the rehabilitation of similarly trafficked urban/suburban roadways without significantly affecting commuter traffic flow. VDOT is expected to move forward with the implementation of RCCP technology for such applications. The rapid pavement rehabilitation strategy used in Stafford is considered successful and can be considered applicable for similar projects in Virginia and other States. KW - Asphalt concrete pavements KW - Demonstration projects KW - Highways for LIFE KW - Parking lots KW - Rehabilitation (Maintenance) KW - Road construction KW - Roller compacted concrete pavements KW - Stafford (Virginia) KW - Technological innovations KW - Urban highways UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/VA_RCCP_Project_Draft_Final.pdf UR - https://trid.trb.org/view/1373007 ER - TY - RPRT AN - 01580255 AU - Ahmed, Mohamed AU - Sharif, Mirza A AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Wyoming Department of Transportation AU - Federal Highway Administration TI - Developing an Effective Shoulder and Centerline Rumble Strips/Stripes Policy to Accommodate All Roadway Users PY - 2015/03//Final Report SP - 205p AB - Lane departure crashes including single-vehicle-run-off-road crashes, opposite direction sideswipe and head-on crashes are considered the most severe crashes and are often dominated by sleep deprivation/fatigue, and distracted driving. According to the Federal Highway Administration, 53 percent of annual fatal crashes are attributed to lane and road departures. In Wyoming, lane departure crashes comprised 72 percent of all severe crashes for the years 2008 – 2010. While lane departure crashes are mostly driven by drivers‘ errors, reduction of the frequency and severity can be achieved by more forgiving roadside and specific countermeasures. Rumble strips/stripes are used by many states as a relatively low cost proven safety countermeasure to reduce or prevent lane departure crashes through providing a vibrotactile and audible warning to inattentive motorists. Although the advantages of rumble strips were generally found to outweigh the disadvantages, several issues and concerns have been identified regarding the implementation of rumble strips; noise, maintenance, and the adverse effects on bicyclists and motorcyclists are among the most recognized concerns. This study demonstrated that despite the fact that rumble strips have been used for many years, there are no standardized practices used in the U.S. A significant number of states are still working on updating their rumble strips policies; their main goal is to enhance motor vehicle safety while accommodating all road users to the highest practical extent. The information provided in this report and the companion Expert System that was developed as part of this study may provide the necessary background for the Wyoming Department of Transportation (WYDOT) and other transportation agencies when it comes to updating or developing an effective all road users‘ friendly rumble strips policy. KW - Center lines KW - Cyclists KW - Expert systems KW - Literature reviews KW - Motorcyclists KW - Policy KW - Road shoulders KW - Rumble strips KW - State departments of transportation KW - State of the practice KW - Surveys KW - Wyoming UR - http://www.dot.state.wy.us/files/live/sites/wydot/files/shared/Planning/Research/RS04214%201502F%20Developing%20an%20Effective%20Shoulder%20and%20Centerline%20Rumble%20Strips%20Stripes%20Policy%20final%20report.pdf UR - https://trid.trb.org/view/1373026 ER - TY - RPRT AN - 01580237 AU - Bledsoe, James AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - AC Resurfacing of Four Locations in Tennessee Utilizing Intelligent Compaction Technology PY - 2015/03//Final Report SP - 72p AB - As part of a national initiative sponsored by the Federal Highway Administration (FHWA) under the Highways for LIFE program, the Tennessee Department of Transportation (TDOT) was awarded a $1,445,600 grant to demonstrate the use of proven, innovative technologies for intelligent compaction (IC). This report documents the use of intelligent compaction technology to accelerate the resurfacing of four locations in Tennessee. Innovations in these projects increased safety, enhanced quality, and will provide increased longevity and lower maintenance costs for the people of Tennessee. Using the intelligent compaction technology increased the initial construction cost on all four projects by a total of 2.5 percent. As all equipment used on the projects was the same, with or without intelligent compaction technology, the increase is assumed to be entirely due to the rental of intelligent compaction hardware and software installed on the standard compaction equipment. There was no time savings on these specific projects, but it is assumed that the experience gained will allow more routine use of this technology in the future where time savings may be realized. This is especially true in the area of reduced testing. However, it is assumed that the overall quality of the projects was improved, especially with regard to the consistency of the compaction effort. This is expected to reduce the likelihood of early failures and increase the likelihood of reduced maintenance and longer project life. Even a 1-year increase in project life more than offsets the cost of the innovation in after accounting for the present value of future maintenance and early rehabilitation. To promote further interest and use of the innovations included in this project, TDOT, in conjunction with the FHWA, sponsored a 1-day showcase. The general consensus is that IC is a promising technology for the future of paving in Tennessee. KW - Compaction KW - Costs KW - Intelligent compaction KW - Resurfacing KW - Technological innovations KW - Tennessee UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Tennessee%20Intelligent%20Compaction%20HFL%20Draft%20Final.pdf UR - https://trid.trb.org/view/1372998 ER - TY - RPRT AN - 01578187 AU - Bhajandas, Amar AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Replacement of I-190 Bridges over Buffalo Avenue, Niagara Falls, NY PY - 2015/03//Final Report SP - 68p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the New York State Department of Transportation (NYSDOT) was awarded a $1.407 million grant to replace two bridges on I-190 over Buffalo Avenue in Niagara Falls, NY, to demonstrate the use of proven, innovative technologies. This report documents Accelerated Bridge Construction (ABC) techniques using modular deck beam technology. Under conventional construction methods, it would have taken three months to replace each bridge, impacting traffic on I-190, Buffalo Avenue, and the portion of Robert Moses State Parkway that connects Niagara Falls State Park to I-190. However, using precast modular deck beam technology, impact to travelers on I-190 was limited to only 72 hours for each bridge replacement. Travelers on the Parkway and Buffalo Avenue were impacted for five weeks, during which time Buffalo Avenue was reconstructed and lowered to correct an under-clearance deficiency. It was projected that by compressing the construction time using ABC, two crashes were avoided at the site. Innovative iCone® technology was used to gather speed data and interpret queuing and incidents in the work zone. The construction cost for the innovative bridge replacement was an estimated $0.276 million less than that for the conventional method, and user delay cost was also reduced by an estimated $2.279 million. When bundled together, there was an estimated total savings of $2.555 million. This represents about 33 percent of the $7.743 million successful bid on the project. A post-construction user satisfaction survey indicated that, overall, more than 88 percent of the respondents were satisfied or very satisfied with the ABC techniques used to expedite construction. Because of the success of this project, NYSDOT plans to accelerate bridge construction using modular deck beam technology on future projects where it is feasible and appropriate for conditions. KW - Bridge construction KW - Bridge decks KW - Bridge replacement KW - Cost effectiveness KW - Costs KW - Demonstration projects KW - Highways for LIFE KW - Modular structures KW - Niagara Falls (New York) KW - Precast concrete KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/NY%20I190%20Bridges%20over%20Buffalo%20Avenue%20Project%20Final%20Report_3_27_2015.pdf UR - https://trid.trb.org/view/1371169 ER - TY - RPRT AN - 01578164 AU - Rao, Shreenath AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Minnesota Demonstration Project: Rapid Replacement of the Maryland Ave. Bridge over I-35E in St. Paul PY - 2015/03//Final Report SP - 116p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Minnesota Department of Transportation (MnDOT) was awarded a $2 million grant to demonstrate the use of proven, innovative technologies for accelerated bridge removal and replacement. This report documents accelerated bridge construction (ABC) techniques used to remove and replace the Maryland Ave. bridge on County State Aid Highway 31 (CSAH 31) over Interstate 35E in St. Paul over a weekend. This report includes construction details of the bridge superstructure built offsite on temporary abutments and prefabricated and cast-in-place bridge components and substructure built following removal of the existing bridge with minimal intereference to traffic flow on I-35E. It also discusses use of a self-propelled modular transporter (SPMT) to move the new bridge into place. Under conventional construction, the closure of Maryland Ave. was estimated at 4 months, but with the use of accelerated construction techniques, the closure of Maryland Ave. was reduced to 2 months. I-35E lane restrictions were also reduced from 12 days to 3 days. Using an SPMT and other ABC techniques added approximately $0.8 million to the initial construction cost of the project. However, the project saved road users about $2.9 million, resulting in a net savings of $2.1 million. Because of the success of this project, MnDOT has decided to use ABC techniques more routinely on future projects as appropriate. KW - Bridge construction KW - Bridge replacement KW - Bridge substructures KW - Bridge superstructures KW - Cost effectiveness KW - Demonstration projects KW - Highways for LIFE KW - Prefabricated bridges KW - Saint Paul (Minnesota) KW - Self-propelled modular transporters KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/MN%20I35E_MarylandAve_SPMT%20Draft%20Report_Final.pdf UR - https://trid.trb.org/view/1371163 ER - TY - RPRT AN - 01578163 AU - Bledsoe, Jay AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Missouri Demonstration Project: The Use of High-Friction Surface Treatments on Missouri Highways PY - 2015/03//Final Report SP - 48p AB - As part of a national initiative sponsored by the Federal Highway Administration under the Highways for LIFE program, the Missouri Department of Transportation (MODOT) was awarded a $120,000 grant to demonstrate the use of high-friction surfaces as a durable and cost-effective method to increase safety on Missouri highways. This report documents the placement of high-friction surfaces at four locations around the State. A study of the crash history in these areas indicated a need to improve friction to reduce the number of incidents that could be related to friction. This report details the innovation used to rehabilitate two segments of I-44 in Phelps County, one segment of US 54 in Cole County, and several locations on MO 179 near the intersection with US 54, also in Cole County. Although not directly comparable in terms of benefits, the cost of the four high friction surface treatment (HFST) projects was substantially greater than would have been the case with traditional ultra-thin bonded asphalt wearing surface. Costs for the installed HFST ranged from $17 to $21.5 per square yard compared to a cost of $4.12 per square yard for a traditional ultra-thin bonded asphalt wearing surface, resulting in additional cost of more than $520,000 for all four locations. However, the additional costs were significantly less compared to costs associated with realigning the section of the roadway to address run-off-road (ROR) crashes. The friction numbers obtained with this innovation far exceeded those that would be expected with the ultra-thin bonded asphalt wearing surface, which translates to fewer post-construction accident rates. Using crash data from the first year following one of the four projects, the reduction of 27 crashes during the period at just this one location results in a savings of about $966,300, or nearly twice the additional cost of HFST placement at all four locations combined. Using present worth cost of crashes and MODOT’s target of 20 percent reduction in accidents results in a minimum savings of $4,136,000, over the 9-year life of the treatment. The use of high-friction surfaces resulted in extremely high friction numbers, far above those generally recorded for traditional surface treatments. The experience gained on these successful projects will help Missouri use high-friction surfaces more routinely on future projects. KW - Cost effectiveness KW - Costs KW - Crash rates KW - Demonstration projects KW - Friction KW - High-friction surface treatment KW - Highways for LIFE KW - Missouri KW - Ran off road crashes KW - Rehabilitation (Maintenance) KW - Skid resistance KW - Surface course (Pavements) KW - Technological innovations UR - http://www.fhwa.dot.gov/hfl/summary/pdf_2/Missouri%20High%20Friction%20Report%20draft%20Final.pdf UR - https://trid.trb.org/view/1371165 ER - TY - RPRT AN - 01577797 AU - Harris, Dwayne AU - Farnam, Yaghoob AU - Spragg, Robert AU - Imbrock, Paul AU - Weiss, W Jason AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Early Detection of Joint Distress in Portland Cement Concrete Pavements SN - 9781622603510 PY - 2015/03//Final Report SP - 43p AB - Indiana Department of Transportation (INDOT) (as well as several surrounding states) have observed that certain concrete pavements may show a susceptibility to joint deterioration. Unfortunately, by the time that this joint deterioration is observed it is often too late and costly partial depth repairs are needed. The deterioration is generally occurring in the joint behind the backer rod and joint sealant; as such, it is difficult to detect even if one is standing directly above the joint. This project investigated the use of electrical resistivity and ground penetrating radar as two techniques to detect premature joint deterioration.  The thought process was that if the joint deterioration is determined at an early stage, low cost corrective actions can be taken to extend the life of the concrete. The electrical response was measured for mortars subjected to a temperature cycle from 23 °C to ‐35 °C, with varying degrees of saturation, and varying salt concentrations. The resistivity increased as the degree of saturation was reduced due to the reduction in the volume of the conductive medium and increase in tortuosity. Changes in resistivity were detected when cracking occurred in the sample. The magnitude of these changes was similar to that detected using changes in the ultrasonic wave speed. Ground penetrating radar (GPR) was used effectively to detect fluid accumulation in the saw‐cut joint behind the joint sealant. The typical GPR waveforms are however difficult and time consuming to interpret. A signal processing approach called complexity-invariance distance, referred to as the CID, was used to obtain a single number that reflects the potential for fluid in the joint. Scalar waveform features and the computed CID can be used to estimate which joints may contain fluid thereby providing insights into which joint sealant sections may need to be repaired or when a sufficient number of joints may contain fluid suggesting a larger joint maintenance effort be performed to seal the joints or the concrete. KW - Concrete pavements KW - Deterioration KW - Electrical resistivity KW - Ground penetrating radar KW - Indiana KW - Moisture content KW - Pavement distress KW - Pavement joints KW - Portland cement concrete UR - http://docs.lib.purdue.edu/cgi/viewcontent.cgi?article=3090&context=jtrp UR - https://trid.trb.org/view/1370737 ER - TY - SER AN - 01577574 JO - PATH Research Report PB - University of California, Berkeley AU - Nowakowski, Christopher AU - Shladover, Steven E AU - Lu, Xiao-Yun AU - Thompson, Deborah AU - Kailas, Aravind AU - University of California, Berkeley AU - Volvo Trucks North Amercia AU - California Department of Transportation AU - Federal Highway Administration TI - Cooperative Adaptive Cruise Control (CACC) for Truck Platooning: Operational Concept Alternatives PY - 2015/03 SP - 37p AB - Cooperative Adaptive Cruise Control (CACC) provides an intermediate step toward a longer-term vision of trucks operating in closely coupled automated platoons. There are important distinctions between CACC and automated truck platooning. First, with CACC, only truck speed control will be automated, using vehicle to vehicle (V2V) communication to supplement forward sensors. The drivers will still be responsible for actively steering the vehicle, lane keeping, and monitoring roadway and traffic conditions. Second, while truck platooning systems have relied on a Constant Distance Gap (CDG) control strategy, CACC has relied on a Constant-Time Gap (CTG) control strategy, where the distance between vehicles is proportional to the speed. For these reasons, a series of trucks using CACC is referred to as a string, rather than a platoon. This report mainly focuses on describing the various CACC operational concept alternatives at the level of individual vehicles, local groups of vehicles and their drivers, and which alternatives should be employed in this research project. These operational concepts can be broken into four categories: string formation, steady-state cruising, string split maneuvers, and faults or abnormal operating conditions. KW - Autonomous intelligent cruise control KW - Dedicated short range communications KW - Speed control KW - Traffic platooning KW - Trucks KW - Vehicle to vehicle communications UR - http://escholarship.org/uc/item/7jf9n5wm UR - https://trid.trb.org/view/1363792 ER - TY - RPRT AN - 01577112 AU - Yoon, Soojin AU - Hastak, Makarand AU - Lee, Jusang AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Intelligent Compaction of Asphalt Pavement Implementation SN - 9781622603473 PY - 2015/03 SP - 74p AB - The main purpose of this research is to determine the possibility of substituting in‐place core density (% Gmm) for Hot Mix Asphalt (HMA) Quality Assurance (QA) in Indiana Department of Transportation (INDOT) Specification with Intelligent Compaction (IC) measurements. A questionnaire survey and interviews were conducted to gather information on: (1) the usage of IC technology in other states, (2) the benefits of applying IC technology, and (3) the application of IC technology for Quality Control/ Quality Assurance (QC/QA). Also the data available from IC demonstration performed on US 52 in 2009 was analyzed to identify the relationship between in‐place density values (i.e., Non‐Nuclear Gauge, NNG) and the IC Measurement Values (ICMVs). According to survey responses from 26 agencies, there was no state DOT using IC for QA as of June 2014. Only two DOTs, including Alaska and Vermont have adopted IC in HMA compaction for QC. The reasons for not using IC technology in current QC/QA practices were: (1) satisfaction with existing QC/QA procedure, (2) difficulty of adjustment due to the lack of specifications in determining stiffness in HMA, and (3) lack of availability of IC equipment with contractors. However, it was responded that the most benefits of IC was night time paving and uniform compaction in QC. Analysis of the intelligent compaction measurement value (ICMV) data obtained from a demonstration project on US 52 indicated that a NNG correlation showed an R2 value of 0.67. This finding supports the IC implementation in the current INDOT HMA QC. It should be noted that a correlation between core‐density and ICMV could not be determined due to lack of reliable data. In conclusion, the research could not identify any possibility of adding IC into the INDOT specification for QA based on the survey, phone interviews and analysis of the data obtained from IC demonstration on US 52. KW - Compaction KW - Demonstration projects KW - Hot mix asphalt KW - Implementation KW - In place density KW - Indiana KW - Intelligent compaction KW - Quality assurance KW - Quality control KW - Specifications KW - State departments of transportation KW - Surveys UR - http://dx.doi.org/10.5703/1288284315524 UR - https://trid.trb.org/view/1370184 ER - TY - RPRT AN - 01576127 AU - Shan, Jie AU - Ural, Serkan AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Assessment Measure that Indicates Geometry Sufficiency of State Highways: Volume II—Clear Zones and Cross‐Section Information Extraction SN - 9781622603398 PY - 2015/03//Final Report SP - 35p AB - Evaluation method employed for the proposed corridor projects by Indiana Department of Transportation (INDOT) consider road geometry improvements by a generalized categorization. A new method which considers the change in geometry improvements requires additional information regarding cross section elements. Part of this information is readily available but some information like the embankment slopes and obstructions near traveled way needs to be acquired. This study investigates available data sources and methods to obtain cross‐section and clear zone information in a feasible way for this purpose. The authors have employed color infrared (CIR) orthophotos, light detection and ranging (LiDAR) point clouds, digital elevation and surface models for the extraction of the paved surface, average grade, embankment slopes, and obstructions near the traveled way like trees and man‐made structures. The authors propose a framework which first performs a support vector machine (SVM) classification of the paved surface, then determines the medial axis and reconstructs the paved surface. Once the paved surface is obtained, the clear zones are defined and the features within the clear zones are extracted by the classification of LiDAR point clouds. SVM classification of the paved surface from CIR orthophotos in the study area results with a classification accuracy over 90% which suggests the suitability of high resolution CIR images for the classification of paved surface via SVM. A total of 21.3 miles of relevant road network has been extracted. This corresponds to approximately 90% of the actual road network due to missing parts in the paved surface classification results and parts which were removed during cleaning, simplification and generalization process. Branches due to connecting driveways, adjacent parking lots, etc., were also extracted together with the main road alignment as by‐product. This information may also be utilized if found necessary with further effort to filter out irrelevant pieces that do not correspond to any actual branches. Based on the extracted centerline and classification results, the authors have estimated the paved surface as observed on the orthophotos. Based on the estimated paved surface centerline and width, the authors have generated cross section lines and calculated the side slopes. The authors have extracted the buildings and trees within the clear‐zones that are also defined based on the reconstruction of the paved surface. Among 86 objects detected as buildings, 14% were false positives due to confusion with bridges or trees which present planar structure. KW - Clear zones KW - Construction projects KW - Data analysis KW - Data collection KW - Evaluation and assessment KW - Highway design KW - Indiana KW - Laser radar KW - Methodology KW - Orthophotographs UR - http://dx.doi.org/10.5703/1288284315529 UR - https://trid.trb.org/view/1367950 ER - TY - RPRT AN - 01576092 AU - Tarko, Andrew P AU - Dey, Aveedibya AU - Romero, Mario A AU - Purdue University AU - Indiana Department of Transportation AU - Federal Highway Administration TI - Performance Assessment Measure that Indicates Geometry Sufficiency of State Highways: Volume I—Network Screening and Project Evaluation SN - 9781622603374 PY - 2015/03//Final Report SP - 68p AB - The Indiana Department of Transportation (INDOT) selects projects for implementation by taking into account several criteria related to cross‐section, alignment and safety to evaluate various geometry improvements to be carried out as a part of projects. The existing practice uses an intuitive point allocation method to score these individual categories. The current study proposes a methodology to evaluate these projects considering the safety and mobility impacts of the improvements which lie in the scope of each project. This methodology is also used to screen roads based on existing geometry deficiencies with respect to a desirable design standard. The road screening process and the project evaluation process form two steps that support the asset management process. The road screening process helps in filtering road segments based on geometry deficiencies and identifies the least adequate road segments. Projects may be further developed with estimated improvements to be carried out on such segments using detailed information regarding these improvements. The asset management components discussed here rely on the evaluation of safety and mobility benefits corresponding to geometry changes. To develop an up‐to‐date method, the safety performance functions used in this method have been calibrated based on the latest crash data available for 2009‐2011. Safety performance functions have been developed for rural two‐lane, rural multi‐lane, urban two‐lane and urban multi‐lane roads in the state of Indiana. The crash modification factors derived from these safety performance functions and speed adjustments from earlier studies, supplemented with data available in Highway Capacity Manual are used to calculate the safety and mobility benefits. KW - Asset management KW - Construction projects KW - Evaluation and assessment KW - Highway design KW - Highway safety KW - Indiana KW - Methodology KW - Mobility KW - Safety Performance Functions UR - http://dx.doi.org/10.5703/1288284315528 UR - https://trid.trb.org/view/1367948 ER - TY - RPRT AN - 01575138 AU - North Carolina Executive Committee for Highway Safety AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - 2014 North Carolina Strategic Highway Safety Plan PY - 2015/03 SP - 87p AB - This document presents an updated Strategic Highway Safety Plan (SHSP) for the State of North Carolina. This SHSP is an important component of North Carolina’s Highway Safety Improvement Program (HSIP). The need for a SHSP was established by the federal transportation funding legislation, the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for Users (SAFETEA-LU), and strengthened by the passage of the Moving Ahead for Progress in the 21st Century Act (MAP-21) in July 2012. MAP-21 specifies that the SHSP must be developed based on safety data on all public roads, be developed in consultation with stakeholders, employ a multidisciplinary approach, describe a program of safety strategies, and consider other highway safety plans and processes. This updated SHSP was developed through the collaborative efforts of diverse safety stakeholders representing the users of the North Carolina highway system and encompassing the 4 E’s of highway safety—education, enforcement, engineering, and emergency services. These safety stakeholders include State, regional, local, and tribal agencies, as well as other public and private partners. This Plan presents a statewide, comprehensive, and collaborative approach for reducing fatalities and serious injuries on North Carolina’s roadways. KW - Fatalities KW - Highway safety KW - North Carolina KW - Stakeholders KW - Strategic Highway Safety Plan KW - Strategic planning KW - Traffic crashes UR - http://www.ncshsp.org/wp-content/themes/SHSP_Custom/pdfs/SHSP_Complete.pdf UR - https://trid.trb.org/view/1366932 ER - TY - RPRT AN - 01574367 AU - Gibson, Bryan AU - Soulyerette, Reg AU - University of Kentucky, Lexington AU - Kentucky Transportation Cabinet AU - Federal Highway Administration TI - Highway Rail Crossing Prioritization PY - 2015/03//Technical Assistance Report SP - 6p AB - Research team members at the University of Kentucky in the Department of Civil Engineering and the Kentucky Transportation Center (KTC) worked with the Kentucky Transportation Cabinet (KYTC) to develop a high-level mechanism for ranking highway-rail crossings for reconstruction and/or rehabilitation. The Highway Rail Crossing Prioritization implementation study yielded the Rail Crossing Improvement Priority (RCIP), which combined qualitative measures of crossing conditions with quantitative measures including proposed project costs and a valuation of the crossing based on rail and truck traffic. This effort provides a template by which further development can yield prioritization procedures for road-rail grade separation projects. The RCIP resulted in a toolkit for KYTC that consists of several components. Full documentation of the efforts including an evaluation questionnaire, instructions, background, and scoring workbook is available on the KTC website at: http://www.ktc.uky.edu/research/public-transit-rail-water/rail/. A brief summary of each of these documents including example figures is included in this document. KW - Kentucky KW - Maintenance management KW - Railroad grade crossings KW - Ranking (Statistics) KW - Rehabilitation (Maintenance) KW - Strategic planning UR - http://www.ktc.uky.edu/files/2015/04/KTC_15_03_SPR_57_4_15_1F_.pdf UR - https://trid.trb.org/view/1366864 ER - TY - RPRT AN - 01574055 AU - Medal, Hugh AU - Li, Xiaopeng AU - Parsafard, Mohsen AU - Rashidi, Eghbal AU - Mississippi State University, Mississippi State AU - Mississippi State University, Mississippi State AU - National Center for Intermodal Transportation for Economic Competitiveness AU - Research and Innovative Technology Administration TI - The Mobility and Safety of Walk-and-Ride Systems PY - 2015/03//Final Report SP - 35p AB - In this project the authors investigate the effect of traffic calming measures, such as crosswalks and sidewalks on the overall cost and safety of a multimodal transportation network system design. The design problem includes auto, transit, and walking as modes of transportation. The authors propose a new method for multimodal user equilibrium (UE) traffic assignment with network reconstruction, which allows for mode switching. The authors propose a bi-level mathematical programming model that integrates multimodal user equilibrium traffic assignment in the lower level and the network design in the upper level. The model tries to optimally implement and locate sidewalks and crosswalks considering limited financial resources to provide city planners with a comprehensive tool for planning. Due to the complexity of the problem, it requires a large amount of computational resources and therefore cannot be solved efficiently for large scale problems using state of the art solvers; hence the authors develop a greedy heuristic and a simulated annealing algorithm to solve large problems. The algorithms use a nonlinear complimentary algorithm to solve the UE traffic assignment. The computational results show that implementing sidewalks and crosswalks both reduces the overall transportation cost and improves pedestrians’ safety. KW - Algorithms KW - Costs KW - Crosswalks KW - Mobility KW - Multimodal transportation KW - Optimization KW - Pedestrian safety KW - Sidewalks KW - Traffic assignment KW - Traffic calming KW - Traffic equilibrium KW - Walking UR - http://www.ncitec.msstate.edu/wp-content/uploads/2013-09FR.pdf UR - https://trid.trb.org/view/1363646 ER - TY - RPRT AN - 01574050 AU - Woodrooffe, John AU - Blower, Daniel AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Heavy Truck Crashworthiness: Injury Mechanisms and Countermeasures to Improve Occupant Safety PY - 2015/03 SP - 110p AB - This study was conducted by the University of Michigan Transportation Research Institute (UMTRI) under a contract from National Highway Traffic Safety Administration (NHTSA). The objective of the study was to analyze truck driver injury and loss of life in truck crashes related to cab crashworthiness and investigate regulations and industry trends in relation to truck occupant protection. The goal is to assemble information on truck driver casualties in crashes that would assist in understanding injury mechanisms and to review regulatory and industry initiatives concerned with reducing the number of truck occupant fatalities and the severity of injuries. The commercial vehicle focus is on truck-tractors and single-unit vehicles in the NHTSA Class 7 and 8 weight range. The study used UMTRI’s Trucks Involved in Fatal Accidents (TIFA) survey file and NHTSA’s General Estimates System (GES) file for categorical analysis and the Large Truck Crash Causation Study (LTCCS) for a supplemental clinical review of cab performance in frontal and rollover crash types. The study includes analysis of truck driver injury and injury mechanisms, a review of regulatory development and industry safety initiatives including barriers to implementation. A set of countermeasures to address truck driver safety risk are presented. KW - Cabs (Vehicle compartments) KW - Countermeasures KW - Crash injuries KW - Crashworthiness KW - Fatalities KW - General Estimates System KW - Heavy duty trucks KW - Injury severity KW - Large Truck Crash Causation Study KW - Occupant protection devices KW - Regulations KW - Truck crashes KW - Truck drivers KW - Trucking safety KW - Trucks Involved in Fatal Accidents UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Truck Underride/812061_HeavyTruckInjuryCountermeasures.pdf UR - https://trid.trb.org/view/1363779 ER - TY - RPRT AN - 01574043 AU - Wu, Yao-Jan AU - Yang, Shu AU - Yin, Zhaozheng AU - Jiang, Wenchao AU - University of Arizona, Tucson AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Mid-America Transportation Center AU - Research and Innovative Technology Administration TI - Freeway Travel Time Estimation Using Existing Fixed Traffic Sensors – Phase 2 PY - 2015/03//Final Report SP - 96p AB - Travel time, one of the most important freeway performance metrics, can be easily estimated using the data collected from fixed traffic sensors, avoiding the need to install additional travel time data collectors. This project is aimed at fully utilizing the data gathered by existing fixed sensors to estimate point-to-point freeway network travel time in the Missouri Department of Transportation (MoDOT) St. Louis District. The objectives of the project were achieved by accomplishing three major tasks: 1) A new travel time estimation model was developed and its ability to outperformed two traditional models, the instantaneous and time-slice models, demonstrated using real-world data. 2) The verification of the proposed model relies on the ground truth travel time. Collecting ground truth travel time is both time-consuming and challenging, so a novel Vehicle Re-identification (VRI) method was developed to facilitate the ground truth data collection process with satisfactory results. 3) A point-to-point network travel time estimation prototype system was also developed. In addition to the primary module of travel time estimation, both data assurance report production and traffic volume report production were modularized. The prototype system was then applied to four case studies measuring: freeway corridor performance (both with and without a turning junction), the impact of severe weather events on traffic volume, and travel time reliability. The prototype system clearly demonstrated its capability and efficiency through these case studies. Because of its high design flexibility, the system is confidently expected to support additional case studies with minimal system revision and tune-up. KW - Automatic vehicle detection and identification systems KW - Case studies KW - Data collection KW - Estimating KW - Freeways KW - Saint Louis (Missouri) KW - Sensors KW - Traffic data KW - Traffic volume KW - Travel time UR - http://library.modot.mo.gov/RDT/reports/TR201407/cmr16-002.pdf UR - http://ntl.bts.gov/lib/55000/55300/55368/cmr16-002.pdf UR - https://trid.trb.org/view/1363901 ER - TY - RPRT AN - 01570608 AU - Harris, Matthew D AU - Kingsley, Robert G AU - Sewell, Andrew R AU - URS Corporation AU - Pennsylvania Department of Transportation AU - Federal Highway Administration TI - Archaeological Predictive Model Set PY - 2015/03//Task 7: Final Report SP - 270p AB - This report is the documentation for Task 7 of the Statewide Archaeological Predictive Model Set. The goal of this project is to develop a set of statewide predictive models to assist the planning of transportation projects. Pennsylvania Department of Transportation (PennDOT) is developing tools to streamline individual projects and facilitate Linking Planning and National Environmental Policy Act (NEPA), a federal initiative requiring that NEPA activities be integrated into the planning phases for transportation projects. The purpose of Linking Planning and NEPA is to enhance the ability of planners to predict project schedules and budgets by providing better environmental and cultural resources data and analyses. To that end, PennDOT is sponsoring research to develop a statewide set of predictive models for archaeological resources to help project planners more accurately estimate the need for archaeological studies. The outcome of this project, contained in seven task-specific reports, documents the development of numerous statistical models created to assess the sensitivity of the landscape for the presence of Native American archaeological sites. The seven task reports of this project are organized as follows: Task 1, background literature review; Task 2, organization of study areas by physiography; Task 3, pilot model study; Task 4, models and results for Regions 1, 2, and 3; Task 5, models and results for Regions 4, 5, and 6; Task 6, models and results for Regions 7, 8, 9, and 10; and Task 7, final project synthesis. Each of Tasks 4, 5, and 6 document the bulk of this undertaking by describing the data preparation, model building process, and results for each of 10 regions that constitute the Commonwealth of Pennsylvania. The Task 7 report synthesizes the methodologies, illuminates the model building process, discusses model validation and findings, and offers possible avenues for future research. KW - Archaeological surveying KW - Construction projects KW - Cultural resources KW - Methodology KW - National Environmental Policy Act KW - Pennsylvania KW - Pennsylvania Department of Transportation KW - Statistical analysis KW - Transportation planning UR - http://www.dot7.state.pa.us/BPR_PDF_FILES/Documents/Research/Complete%20Projects/Planning/Archaeological_Predictive_Model.pdf UR - http://ntl.bts.gov/lib/55000/55300/55315/Archaeological_Predictive_Model.pdf UR - https://trid.trb.org/view/1361727 ER - TY - RPRT AN - 01570360 AU - Roberts-Wollmann, Carin AU - Cousins, Tommy AU - Halbe, Kedar AU - Field, Carrie AU - Virginia Polytechnic Institute and State University, Blacksburg AU - Rutgers University, Piscataway AU - Virginia Department of Transportation AU - Federal Highway Administration AU - Research and Innovative Technology Administration TI - Improved Connection Details for Adjacent Prestressed Bridge Beams PY - 2015/03//Final Report SP - 71p AB - Bridges with adjacent box beams and voided slabs are simply and rapidly constructed, and are well suited to short to medium spans. The traditional connection between the adjacent members is a shear key filled with a conventional non-shrink grout. With time and traffic, many of the joints show signs of cracking and leaking, and eventually, corrosion of the reinforcing and prestressing steel within the beams. The overarching goal of this project was to develop an improved detail for the connection between adjacent members using Ultra-High Performance Concrete (UHPC) or Very High Performance Concrete (VHPC). The specific objective of the research presented in this report was to determine the appropriate splice length for No. 4 and No. 6 uncoated reinforcing bars used in a UHPC or VHPC connection. A total of 15 beams were tested to determine the appropriate splice lengths for uncoated No. 4 and No. 6 bars in UHPC and VHPC. The 12 in tall by 10 in wide by 8.5 ft beams were precast with conventional concrete, with a block-out pocket to accommodate a splice. The tension bars were spliced in the pocket, which was then filled with either VHPC or UHPC. The beams were tested to place the splice location in a region of constant moment, and were loaded monotonically to failure. It was found that for an uncoated No. 4 bar in UHPC or VHPC a splice length of 4 in is adequate to develop the yield strength of the bar, but a length of 5 in is recommended to insure ductility. For a No. 6 bar in UHPC a splice length of 5 in is adequate to develop the yield strength, but 6 in is recommended to insure ductility. KW - Beams KW - Ductility KW - High performance concrete KW - Prestressed concrete bridges KW - Reinforcing bars KW - Splicing KW - Structural connection KW - Ultra high performance concrete KW - Yield strength UR - https://cait.rutgers.edu/files/CAIT-UTC-001-final.pdf UR - http://ntl.bts.gov/lib/55000/55200/55234/CAIT-UTC-001-final.pdf UR - https://trid.trb.org/view/1359780 ER - TY - RPRT AN - 01570318 AU - Amer, Ahmed AU - Roberts, Edwin AU - Mangar, Uzoamaka AU - Kraft, Walter H AU - Wanat, Joseph T AU - Cusolito, Peter C AU - Hogan, James R AU - Zhao, Xiaoliang (George) AU - VHB AU - Advantage Engineering Associates AU - Intelligent Automation Incorporated AU - Federal Highway Administration TI - Traffic Incident Management Gap Analysis Primer PY - 2015/03//Final Report SP - 90p AB - This document provides guidance to federal, State and local Traffic Incident Management (TIM) programs and their involved partners on the components needed to develop and sustain a successful fullfledged TIM program. The objectives of this primer are to: œ(1) Identify and summarize the current state of TIM practice and activities at the national and State/local levels. (2) Identify and summarize gaps found in TIM activities/information for national and State/local departments and agencies. (3) Identify and outline a framework for achieving a complete TIM program for the different levels of government utilizing national guidelines. (4) Outline the key elements that are contained in successful TIM programs. A key objective for this document is to address the actual challenges that different TIM stakeholders with varied levels of responsibility face in their current TIM practices on a day to day basis. KW - Incident management KW - Levels of government KW - Stakeholders KW - State of the practice KW - Traffic incidents KW - United States UR - http://www.ops.fhwa.dot.gov/publications/fhwahop15007/fhwahop15007.pdf UR - https://trid.trb.org/view/1359644 ER - TY - RPRT AN - 01570255 AU - Chu, Jian AU - Wen, Zhiyou AU - Iowa State University, Ames AU - Midwest Transportation Center AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Proof of Concept: Biocement for Road Repair PY - 2015/03//Final Report SP - 18p AB - Road repair is an expensive operation every year. This cost can be greatly reduced if waste materials from the mining and biofuel industries can be used to substitute conventional materials for road repair or construction. The objective of this project is to develop methods to produce a new construction material, biocement, using waste products and apply the new material for road repair and construction. Two types of waste were used in this study. One is limestone fines produced from a limestone mine in Iowa. Another is organic acids, a byproduct produced from a pyrolysis-based biofuel manufacturing process. The limestone fines and organic acids can be used to produce biocement under ambient temperature in an inexpensive way. The cost-effective biocement can be used as a substitute for expensive cement for road repairs and construction. Biocement grout, or biogrout, can be injected directly into cavities or cracks in pavement for road repair. As the viscosity of biogrout is low, biogrout can penetrate better into the road pavement than cement grout. Biocement-mixed aggregate can be used for road base or subbase construction. Biocement solutions can also be applied directly on shoulders as a stabilizer or on unpaved roads as a dust control agent. The focus of this project is on the development of cost-effective biocement products and their effectiveness for road repair. Once the methods for biocement production and applications are established in laboratory scale, field experiments can be carried out as a follow-up study. KW - Acids KW - Cement KW - Cost effectiveness KW - Grout KW - Highway maintenance KW - Limestone KW - Waste products UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1128&context=intrans_reports UR - http://ntl.bts.gov/lib/55000/55200/55299/Proof_of_Concept-_Biocement_for_Road_Repair.pdf UR - https://trid.trb.org/view/1360897 ER - TY - RPRT AN - 01568654 AU - Lopez-Bernal, Gabriel AU - Jacobi, Amy AU - Craig, John L AU - Noblis AU - Department of Transportation TI - Transit Vehicle-to-Infrastructure (V2I) Applications: Near Term Research and Development: Transit Vehicle and Center Data Exchange Application: Operational Concept PY - 2015/03//Final Report SP - 47p AB - This document serves as an Operational Concept for the Transit Vehicle and Center Data Exchange application. The purpose of this document is to provide an operational description of “how” the Transit Vehicle and Center Data Exchange application may operate. The Transit Vehicle and Center Data Exchange application will allow for advanced communications and data transfer between a transit vehicle and centers (e.g., Transit Management Center, Traffic Management Center (TMC), and Emergency Management Center (EMC)). These communications will allow authorized personnel to access Transit Vehicles as remote, mobile infrastructure, capable of gathering and transmitting data regarding the vehicle and its surroundings to the data center and other connected vehicles. The Operational Concept discusses the following scenarios: Scenario 1: Transit Vehicle Transmits Data to Support Mobility Applications and Real-Time Trip Planning; Scenario 2: Transit Vehicle Approaching Non-recurring Congestion due to an Incident or Crash; and Scenario 3: Emergency Situation aboard or Within Vicinity of Transit Vehicle. This document is intended to convey at a high-level how the application may work, so others may design and implement systems in the future. As such, the Transit Vehicle-to-Infrastructure (V2I) Operational Concept documents are “generalized” and not specific to a geographic area, an operating entity (e.g., transit agency), existing systems that may be in place for a region, agency operating procedures, nor political environment. KW - Advanced traveler information systems KW - Communication systems KW - Mobile applications KW - Public transit KW - Transit safety KW - Travel demand management KW - Vehicle to infrastructure communications UR - http://ntl.bts.gov/lib/55000/55000/55046/FHWA-JPO-14-196_v1.pdf UR - https://trid.trb.org/view/1358915 ER - TY - RPRT AN - 01568650 AU - Fijalkowski, Jared AU - Frazier, Jonathan AU - Rasmussen, Ben AU - Volpe National Transportation Systems Center AU - Mississippi National River and Recreation Area AU - DEPARTMENT OF THE INTERIOR TI - Mississippi National River and Recreation Area: Confluence Area Shuttle Plan PY - 2015/03//Final Report SP - 23p AB - This report describes a proposed passenger shuttle for the Confluence Area of the National Park Service’s Mississippi National River and Recreation Area. The report includes a proposed route, description of the stops, proposed schedules, and cost estimates for operating the shuttle service. KW - Costs KW - Mississippi National River and Recreation Area KW - National parks KW - Routes KW - Schedules KW - Shuttle buses KW - Shuttle service UR - http://ntl.bts.gov/lib/55000/55000/55020/MISS_Confluence_Area_Shuttle_Plan.pdf UR - http://ntl.bts.gov/lib/55000/55000/55022/MISS_Confluence_Area_Shuttle_Plan.pdf UR - https://trid.trb.org/view/1358910 ER - TY - JOUR AN - 01567972 JO - Public Roads PB - Federal Highway Administration AU - Romo, Alicia AU - Yang, C Y David TI - The Science and Art of Putting Drivers under the Microscope PY - 2015/03 VL - 78 IS - 5 AB - Understanding driver behavior is necessary for improving safety and developing effective countermeasures for crashes. The Federal Highway Administration’s Human Factors Team is working on identifying factors to evaluate research methods and help researchers understand the types of data needed for a study. The team assessed a number of methods and determined factors for selecting those methods. The systematic approach helps researchers make informed decisions on the best ways to conduct their research. KW - Behavior KW - Drivers KW - Highway safety KW - Human factors in crashes KW - Research KW - Traffic crashes KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/15marapr/04.cfm UR - https://trid.trb.org/view/1359108 ER - TY - JOUR AN - 01567964 JO - Public Roads PB - Federal Highway Administration AU - Paniati, Jeffrey AU - Wright, Bud TI - On the Frontlines of Innovation PY - 2015/03 VL - 78 IS - 5 AB - In order to keep up with growing traffic volumes as well as extensive rehabilitation needs, highway agencies in the United States must develop ways of using limited resources efficiently and effectively. A variety of innovative technologies and processes can help agencies improve construction projects, completing them faster while making them safer. State departments of transportation have adopted these innovations, transforming their methods for planning, design, construction, and maintenance of highway projects. National transportation organizations have developed programs to help states implement new technologies and processes, encouraging agencies to try innovations and make them standard practice for developing and delivering highway projects. KW - Construction safety KW - Highways KW - Rehabilitation (Maintenance) KW - Road construction KW - State departments of transportation KW - Technological innovations KW - United States UR - http://www.fhwa.dot.gov/publications/publicroads/15marapr/01.cfm UR - https://trid.trb.org/view/1359055 ER - TY - JOUR AN - 01567887 JO - Public Roads PB - Federal Highway Administration AU - Bergner, Dave AU - Vásconez, Kimberly C TI - Clearing Crashes on Arterials PY - 2015/03 VL - 78 IS - 5 AB - Public works agencies, department of transportation maintenance crews, and safety service patrols all play an important role in traffic incident management (TIM), though it is not always understood what roles they play. The responsibility for an incident is determined by jurisdiction, and state and local maintenance crews do not work the same incidents unless the jurisdictional boundaries overlap. It is necessary to provide workers with training in TIM in order to prepare them to respond to incidents safely and efficiently. KW - Highway traffic control KW - Incident management KW - Maintenance KW - Public works departments KW - Traffic crashes KW - Training UR - http://www.fhwa.dot.gov/publications/publicroads/15marapr/05.cfm UR - https://trid.trb.org/view/1359109 ER - TY - JOUR AN - 01567884 JO - Public Roads PB - Federal Highway Administration AU - Torbic, Darren AU - Campbell, John AU - Amjadi, Roya TI - Putting Safety Solutions to the Test PY - 2015/03 VL - 78 IS - 5 AB - The Federal Highway Administration (FHWA) launched the Rural Safety Innovation Program in 2008 as a part of the United States Department of Transportation’s Rural Safety Initiative. The Rural Safety Innovation Program awarded funds to agencies to improve safety on rural highways. This article assesses nine highway safety improvement projects implemented as part of the program. Innovative technology, as well as well as signage and speed control devices, helped many departments of transportation. For further improvements, states can improve the quality of data linking crashes to roadway inventory, traffic volume, and safety treatments. KW - Evaluation and assessment KW - Financing KW - Highway safety KW - Improvements KW - Rural highways KW - Rural Safety Innovation Program KW - Traffic crashes KW - U.S. Department of Transportation KW - U.S. Federal Highway Administration UR - http://www.fhwa.dot.gov/publications/publicroads/15marapr/03.cfm UR - https://trid.trb.org/view/1359081 ER - TY - JOUR AN - 01567824 JO - Public Roads PB - Federal Highway Administration AU - Hancock, Michael W TI - Leading with Innovation at the Helm PY - 2015/03 VL - 78 IS - 5 AB - The Kentucky Transportation Cabinet (KYTC) has been working for over a decade to improve facilities and services by focusing on customer service, leadership, performance measurement, and management. Using practical solutions, KYTC has improved the quality of projects with context-sensitive planning. This method has led to the successful implementation of many projects. KYTC is working to develop performance metrics to assist in communication with the public. Public trust will help ensure that the agency is able to allocate resources to critical projects. KW - Context sensitive design KW - Customer service KW - Implementation KW - Improvements KW - Kentucky Transportation Cabinet KW - Leadership KW - Outreach KW - Performance measurement UR - http://www.fhwa.dot.gov/publications/publicroads/15marapr/02.cfm UR - https://trid.trb.org/view/1359056 ER - TY - RPRT AN - 01567488 AU - Fields, Billy AU - Texas State University, San Marcos AU - University of New Orleans AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Accessing the Mega-Region: Evaluating the Role of Livable Community Patterns in Gulf Coast Mega-Region Planning PY - 2015/03 SP - 31p AB - This research analyzes both the need and mechanisms for integrating livability components such as transit and active transportation into a broader mega-regions transportation framework. The research builds a conceptual framework for understanding how transportation livability concepts fit within the larger mega-regions literature. This framework based around the study of regional green infrastructure greenbelt systems is then used to analyze key strategies that could be integrated into the larger Gulf Coast/Texas mega-region transportation planning framework through analysis of three case studies in greater Houston, Austin/San Antonio, and New Orleans/Baton Rouge regions. Major existing and emerging opportunities to tie infrastructure into a mega-region transportation system are identified in these three case studies. KW - Austin (Texas) KW - Baton Rouge (Louisiana) KW - Case studies KW - Gulf Coast (United States) KW - Houston (Texas) KW - Megaregions KW - Quality of life KW - Regional planning KW - San Antonio (Texas) KW - Sustainable development KW - Texas KW - Transportation planning UR - http://swutc.tamu.edu/publications/technicalreports/600451-00109-1.pdf UR - https://trid.trb.org/view/1356631 ER - TY - RPRT AN - 01567479 AU - Mander, John B AU - Karthik, Madhu M AU - Hurlebaus, Stefan AU - Texas A&M Transportation Institute, College Station AU - Texas Department of Transportation AU - Federal Highway Administration TI - Guidelines for Analyzing the Capacity of D-Regions with Premature Concrete Deterioration of ASR/DEF PY - 2015/03 SP - 176p AB - When a bridge engineer encounters a design or analysis problem concerning a bridge substructure, that structure will commonly have a mixture of member types, some slender, and some squat. When the structure possesses a mixture of beam (B-) regions and deep or disturbed (D-) regions the dilemma facing the structural engineer is: What method should one use for structural analysis and design? The issue becomes even more murky when a structure already exists, but shows signs of damage and deterioration from the effects of Alkali Silica Reaction (ASR), Delayed Ettringite Formation (DEF), or other deterioration mechanisms. The engineer is faced with a second dilemma: How do deteriorated material properties get incorporated into the analysis? This report includes guidelines for determining the capacity of D-regions without and with premature concrete deterioration, in particular ASR and DEF effects. Beam theory, strut-and-tie analysis, and a compatibility strut-and-tie model are presented. KW - Alkali silica reactions KW - Beams KW - Bridge substructures KW - Concrete bridges KW - Delayed ettringite formation KW - Deterioration KW - Guidelines KW - Reinforced concrete KW - Structural analysis KW - Strut and tie method UR - http://tti.tamu.edu/documents/0-5997-P2.pdf UR - https://trid.trb.org/view/1353213 ER - TY - RPRT AN - 01567425 AU - Sneed, Lesley AU - Anderson, Neil AU - Torgashov, Evgeniy AU - Missouri University of Science and Technology, Rolla AU - Missouri Department of Transportation AU - Federal Highway Administration TI - Air-Launched GPR Evaluation for Rapid Assessment of MoDOT Bridge Decks PY - 2015/03//Final Report SP - 59p AB - This study demonstrated the utility of the air-launched ground penetrating radar (GPR) tool in terms of evaluating the condition of Missouri Department of Transportation (MoDOT) bridge decks. The objective was to confirm that the air-launched GPR tool can be implemented as a part of a long-term program that enables faster, better, and more cost-effective assessments of MoDOT bridge decks. Ten bridge decks were investigated using an air-launched GPR system. Four of the bridge decks investigated were previously investigated using a ground-coupled GPR system, and results from those four bridge decks served as ground truth for the air-launched GPR interpretations. Findings show reasonably good spatial correlation between the ground-coupled GPR and air-launched GPR data sets in terms of deteriorated regions and overall percentages of deteriorated regions in terms of bridge deck surface area. Apparent discrepancies between the air-launched and ground-coupled GPR interpretations can be attributed to several factors, including interpolation between adjacent GPR traverses, differences in signal attenuation due to different antenna frequencies, and differences in signal resolution due to different distance from the antenna to the embedded reinforcing steel. Recommendations for optimum acquisition, processing, and interpretation parameters for air-launched GPR reconnaissance-style assessment were provided as part of this study. KW - Bridge decks KW - Deterioration KW - Evaluation and assessment KW - Ground penetrating radar KW - Missouri KW - Recommendations KW - Structural health monitoring UR - http://library.modot.mo.gov/RDT/reports/TR201411/cmr15-009.pdf UR - https://trid.trb.org/view/1356187 ER - TY - RPRT AN - 01567406 AU - Ruiz, J Mauricio AU - Garber, Sabrina AU - Dick, Jason C AU - Transtec Group, Incorporated AU - Federal Highway Administration TI - Computer-Based Guidelines for Concrete Pavements, HIPERPAV IIIⓇ, Version 3.3 User's Manual PY - 2015/03 SP - 88p AB - The Federal Highway Administration’s HIgh PERformance PAVing (HIPERPAV®) software program has been upgraded to include the following new features in its latest version, HIPERPAV III®, version 3.3: The coarse aggregate input now includes an option for use of blast furnace slag aggregate. The user has the ability to download forecasted weather data from the National Oceanic and Atmospheric Administration's National Weather Service Web site and have that data automatically entered as inputs for ambient temperature, relative humidity, wind speed, and cloud coverage. This report serves as the user’s manual for the HIPERPAV III®, version 3.3, software. Users can download the software at the following URL: http://www.fhwa.dot.gov/software/research/infrastructure/pavements/hiperpav/ver3-3. KW - Coarse aggregates KW - Computer program documentation KW - Concrete pavements KW - Guidelines KW - HIPERPAV (Computer program) KW - Pavement design KW - Slag KW - Software KW - Weather conditions UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/14087/14087.pdf UR - https://trid.trb.org/view/1356041 ER - TY - RPRT AN - 01567398 AU - Paul, Alvaro AU - Kahn, Lawrence F AU - Kurtis, Kimberly AU - Georgia Institute of Technology, Atlanta AU - Georgia Department of Transportation AU - Federal Highway Administration TI - Corrosion-Free Precast Prestressed Concrete Piles Made with Stainless Steel Reinforcement: Construction, Test and Evaluation PY - 2015/03//Final Report SP - 306p AB - The use of duplex high-strength stainless steel (HSSS) grade 2205 prestressing strand and austenitic stainless steel (SS) grade 304 spiral wire reinforcement is proposed as a replacement of conventional prestressing steel, in order to provide a 100+ year service life for prestressed concrete piles located in the Georgia coastal region. The study experimentally investigated 16-in. square, 70-ft. long piles constructed using duplex HSSS 2205 strands and SS 304 spiral wire reinforcement and compared their behavior with identical piles which were built using the conventional strands and spirals. The piles were successfully driven to refusal without visible damage, were extracted and tested in flexure and shear. Transfer and development length of piles using duplex HSSS 2205 strands were 57% and 55%, respectively, of the values predicted by American Association of State Highway and Transportation Officials (AASHTO) Load and Resistance Factor Design (LRFD) (2013). Transfer length of duplex HSSS 2205 strands was not affected by pile driving and extraction. Flexural and shear strength of piles using duplex HSSS 2205 strands were greater than predicted by American Concrete Institute (ACI) 318-11 and AASHTO LRFD (2013) specifications. Experimental prestress losses at 335 days for piles using duplex HSSS 2205 strands were 82% of the predicted losses by AASHTO LRFD refined method. Prestress losses were not affected by pile driving and extraction. It was concluded that duplex HSSS 2205 can be used for prestressing strands in combination with austenitic SS 304 for the transverse confinement and shear reinforcement for prestressed concrete piles, using the same design requirements and construction procedures used for conventional prestressing strand and wire reinforcement. KW - AASHTO LRFD Bridge Design Specifications KW - Georgia KW - High strength steel KW - Load and resistance factor design KW - Pile driving KW - Piles (Supports) KW - Precast concrete KW - Prestressed concrete KW - Reinforced concrete KW - Reinforcing steel KW - Strength of materials UR - http://g92018.eos-intl.net/eLibSQL14_G92018_Documents/11-34.pdf UR - https://trid.trb.org/view/1357775 ER - TY - RPRT AN - 01567328 AU - Elseifi, Mostafa AU - Dhakal, Nirmal AU - Louisiana State University, Baton Rouge AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Use of Infrared Thermography to Detect Thermal Segregation in Asphalt Overlay and Reflective Cracking Potential PY - 2015/03 SP - 44p AB - The objectives of this study were to assess whether temperature differentials measured using Infrared Thermography (IRT) occur in an overlay built on top of discontinuities such as joints and cracks and to study the horizontal and vertical thermal profiles in the asphalt overlay using a validated Finite Element (FE) modeling approach. To achieve this objective, an infrared camera was used to monitor the temperature profiles in the asphalt mat in a number of field projects from the time it was placed to after completion of the compaction process. The temperature profiles were monitored on top and away of severe discontinuities and joints in the existing pavement. Results showed that thermal measurements on top of the joints were consistently lower than away from it, which may indicate that temperature loss may occur at the joints. Further, a validated FE model predicted a slightly higher rate of thermal loss at the bottom of the overlay above the joint than away from it due to convection losses at the joint. While this difference may not be large enough to be identified as thermal segregation, it can influence the bulk properties of the overlay at the joints and promote early cracking. Thermal differences were also observed in the vertical direction as lower temperatures were predicted at the top and the bottom of the overlay during construction due to convection losses with the ambient atmosphere and conduction between the hot overlay and the existing pavement. KW - Bituminous overlays KW - Differential thermal analysis KW - Finite element method KW - Infrared imagery KW - Pavement joints KW - Reflection cracking KW - Thermographs UR - http://swutc.tamu.edu/publications/technicalreports/600451-00111-1.pdf UR - https://trid.trb.org/view/1356632 ER - TY - RPRT AN - 01565340 AU - Dixon, Karen AU - Fitzpatrick, Kay AU - Avelar, Raul AU - Perez, Marcie AU - Ranft, Stephen AU - Stevens, Roma AU - Venglar, Steven AU - Voigt, Tony AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Reducing Lane and Shoulder Width to Permit an Additional Lane on a Freeway: Technical Report PY - 2015/03//Technical Report SP - 104p AB - This research effort identified the operational and safety implications of using reduced lane and shoulder widths for a variety of freeway configurations. The research team used speed, crash, and geometric data for freeways in Dallas, Houston, and San Antonio. The operational analysis identified an increase of about 2.2 mph in speed for a 12-ft lane as compared to an 11-ft lane. The shoulder width is significant when the adjacent lane is 11-ft wide, but not when it is 12-ft wide which suggests that left shoulder width is more important with a reduced lane width. Operating speeds on Texas freeways are 2 mph lower during night time (with roadside lighting present) than during the day. Speeds were higher (by 1.5 mph) on the weekends (Saturday) than on the weekday studied (Wednesday). The safety analysis determined a crash difference when comparing freeways with 12 ft to 11 ft lanes. There is a reduction in fatal or severe injury (KAB) crashes that ranges from 5% for 2-lane freeways up to 12% for 5-lane freeways, other roadway characteristics equal. Similarly, there are crash reductions associated with each additional lane, increased left shoulder widths, and increased right shoulder widths. While constructing an additional lane is beneficial in terms of safety, a larger safety detriment caused by narrow lanes or shoulders annuls such benefit. However, if it is possible to increase the total paved width when adding a travel lane, the safety model allows the analyst to identify lane and shoulder widths so that the number of crashes along the corridor will expectedly remain unchanged. KW - Crash severity KW - Days KW - Freeways KW - Highway safety KW - Operating speed KW - Periods of the day KW - Road shoulders KW - Texas KW - Traffic lanes KW - Width UR - http://tti.tamu.edu/documents/0-6811-1.pdf UR - http://ntl.bts.gov/lib/55000/55000/55087/0-6811-1.pdf UR - http://ntl.bts.gov/lib/55000/55000/55088/0-6811-S.pdf UR - https://trid.trb.org/view/1355727 ER - TY - RPRT AN - 01564445 AU - Simmons, Erica AU - Colton, Paige AU - Epstein, Alexander AU - Rasmussen, Benjamin AU - Volpe National Transportation Systems Center AU - Bureau of Land Management TI - Potential Climate Change Impacts and the Bureau of Land Management Rio Puerco Field Office’s Transportation System: A Technical Report PY - 2015/03//Final Report SP - 84p AB - This report provides information about potential climate change impacts in central New Mexico and their possible implications for the Bureau of Land Management (BLM) Rio Puerco Field Office (RPFO) transportation network. The report considers existing global and regional climate change projections and analyzes the results of locally downscaled climate change projections corresponding to different RPFO ecoregions; identifies BLM’s options for adapting the transportation system to climate change impacts, as well as how RPFO can incorporate climate change adaptation and resilience into its Travel and Transportation Management Plan (TTMP); and considers opportunities for greenhouse gas (GHG) emission reduction, or climate change mitigation, at Rio Puerco. KW - Bureau of Land Management KW - Climate change KW - Greenhouse gases KW - Rio Puerco (New Mexico) KW - Transportation planning UR - http://ntl.bts.gov/lib/54000/54700/54763/RioPuercoClimateChange.pdf UR - https://trid.trb.org/view/1354951 ER - TY - RPRT AN - 01564441 AU - McKenzie, Katherine AU - University of Hawaii, Manoa AU - University of Central Florida, Cocoa AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - The State of Electric Vehicles In Hawaii PY - 2015/03 SP - 38p AB - This report provides a synopsis of the dynamic and rapidly changing landscape of Electric Vehicle (EV) integration in Hawaii, at the nexus between electricity and transportation. Focus is placed on the interaction of passenger EVs with the electricity grid, including EVs that rely entirely or partially on electricity for fuel. Similarities and differences to national trends are highlighted, along with progress in Hawaii with other alternative vehicle technologies and fuels including hydrogen, fuel cells and biofuels. Related research and demonstration projects are also summarized. Findings include negative impacts on total cost of EV ownership and life cycle emissions due to Hawaii’s electricity costs and heavy reliance on fossil fuels for electricity generation. Conversely, Hawaii provides an ideal test bed to accelerate the use of electrified transportation in order to increase renewable power generation and integration, leading to reduced fossil fuel use, Greenhouse Gas (GHG) emissions and increased energy independence. KW - Alternate fuels KW - Costs KW - Electric power generation and transmission KW - Electric vehicles KW - Hawaii KW - Pollutants KW - Research projects KW - Technological innovations UR - http://evtc.fsec.ucf.edu/publications/documents/HNEI-05-15.pdf UR - https://trid.trb.org/view/1354404 ER - TY - RPRT AN - 01563769 AU - Bierling, David H AU - Kruse, C James AU - Trefz, Bradley A AU - Texas A&M Transportation Institute AU - Texas Department of Public Safety AU - Pipeline and Hazardous Materials Safety Administration TI - South Texas I-35 HazMat Truck and Shipment Analysis: Devine, Texas PY - 2015/03 SP - 34p AB - The Texas A&M Transportation Institute (TTI), with the assistance of the Texas Highway Patrol Commercial Vehicle Enforcement (CVE) Division of the Texas Department of Public Safety, collected truck and hazardous materials (HazMat) shipment data at CVE license and weight facilities on I-35 at Devine, Texas, in 2014. This location is between the Eagle Ford Shale region in South Texas and San Antonio, Texas, which has multiple refineries and crude oil transloading facilities. The data included information about trucks carrying HazMat shipments, and information about the shipments themselves. Data were collected using visual observations of trucks, fact-based interviews with truck operators, and from shipping documents. TTI evaluated the HazMat truck and shipment data to identify HazMat placard markings on trucks and the associated specific names of commodities transported, as well as special hazards including gas-forming water-reactive and toxic inhalation hazard materials. The assessment also describes general safety characteristics of companies whose trucks were included in the data collection using US Department of Transportation (DOT) safety data. Origin-destination pairs were also identified for northbound and southbound HazMat truckloads. A review of shipments originating from and destined for Mexico is also included. KW - Analysis KW - Data collection KW - Devine (Texas) KW - Hazardous materials KW - Interstate 35 KW - Mexico KW - Origin and destination KW - Safety KW - Truck traffic UR - http://tti.tamu.edu/documents/TTI-2015-3.pdf UR - https://trid.trb.org/view/1353732 ER - TY - RPRT AN - 01563764 AU - Rogers, Paul B AU - Véronneau, Steven J H AU - Forster, Estrella M AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Risk Assessment in the U.S. Pilot Population From 1983-2005: Diabetes Prevalence and Flight Safety PY - 2015/03//Final Report SP - 24p AB - A Scientific Information System developed at the Civil Aerospace Medical Institute (CAMI) has supported several studies of the U.S. civil pilot population. The CAMI Numerical Sciences Research Team used this unique data construct to examine the aeromedical and aviation safety aspects of diabetes. The prevalence of diabetes from 1983 through 2005 and its associated risk factor, obesity, was studied. Issues associated with the medical certification of aviators with diabetes and their relationships with accident risk were examined. The Scientific Information System is a longitudinal dataset of the entire U.S. civil pilot population spanning the years 1983 through 2005. This paper discusses the parallel trends of Body Mass Index (BMI) and numbers of aviators with diabetes over a 23-year time frame. The information was stratified by gender and age groups. A count-based regression model was used to quantify safety risk posed by diabetic airmen. The number of airmen with diabetes in the U.S. active population of airmen has risen from 2,768 in 1983 to 10,806 in 2005. The increasing proportion of reported diabetes within the U.S. civil pilot population escalated to 1.6% and 0.5% for men and women, respectively, in 2005. Increasing median BMI is found to be on the rise from the early nineties through 2005. There was evidence that aviators with reported diabetes controlled by hypoglycemic medication and diabetes controlled by diet alone were at greater accident risk than aviators without these conditions. Examining the accident reports for airmen with diabetes controlled by insulin (Code No. 936) did not reveal any evidence that the diabetes condition played a role in the accident occurrence. It is clear that the epidemic of obesity and diabetes began in the early nineties within the U.S. civil pilot population. Increasing numbers of aviators with diabetes can be observed from 1983 through 2005. Diabetes controlled by hypoglycemic medication (Code No. 937) and diabetes controlled by diet (Code No. 935) were statistically associated with aviation accidents. Although associated with aviation accidents, the role of these two diabetes conditions was not a causal one but rather act as markers for a strata of high-risk airmen with multiple comorbid chronic conditions. Each of these comorbid conditions were not, by themselves, medically disqualifying but acted in combination to produce an airman marginally fit for flight. KW - Age groups KW - Airline pilots KW - Aviation safety KW - Certification KW - Crash risk forecasting KW - Diabetes KW - Gender KW - Obesity KW - Regression analysis KW - Risk assessment KW - Trend (Statistics) KW - United States UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201505.pdf UR - https://trid.trb.org/view/1353408 ER - TY - RPRT AN - 01563672 AU - Simmons, Erica AU - Kay, Michael AU - Ingles, Amy AU - Khurana, Monisha AU - Sulmont, Margueritte AU - Lyons, William AU - Volpe National Transportation Systems Center AU - Federal Highway Administration TI - Evaluating the Economic Benefits of Nonmotorized Transportation: Case Studies and Methods for the Nonmotorized Transportation Pilot Program Communities PY - 2015/03//White Paper SP - 34p AB - This report examines potential methods for evaluating the economic benefits from nonmotorized transportation investments. The variety of potential economic benefits of bicycle and pedestrian infrastructure and programming investments discussed include commute cost savings for bicyclists and pedestrians, direct benefits to bicycle and tourism-related businesses, indirect economic benefits due to changing consumer behavior, and individual and societal cost savings associated with health and environmental benefits. This report reviews potential methods for analyzing these different economic benefits at the project, neighborhood, and larger community scale, highlighting case studies from Minneapolis, Toronto, New York City, and the State of Vermont. A review of previous economic evaluations of nonmotorized transportation investments and available analysis tools suggests that researchers should choose evaluation methods and scales of analysis appropriate to the project or program they intend to evaluate. Researchers should also consider the availability of baseline data and control data when designing an evaluation approach. KW - Bicycles KW - Case studies KW - Economic benefits KW - Economic impacts KW - Investments KW - Minneapolis (Minnesota) KW - New York (New York) KW - Nonmotorized transportation KW - Pedestrians KW - Toronto (Canada) KW - Vermont KW - Walking UR - http://ntl.bts.gov/lib/54000/54700/54765/NTPP_Economic_Benefits_White_Paper.pdf UR - https://trid.trb.org/view/1352970 ER - TY - RPRT AN - 01563640 AU - Kemp, Philip M AU - Cliburn, Kacey D AU - Federal Aviation Administration AU - Federal Aviation Administration TI - Comparison of Species-Specific β-Glucuronidase Hydrolysis of Cannabinoid Metabolites in Human Urine PY - 2015/03//Final Report SP - 18p AB - Toxicological investigations of fatal aviation accidents include testing for ∆⁹-tetrahydrocannabinol (THC), the active component of marijuana, and its major metabolite, 11-nor-9-carboxy-∆⁹-THC (THCCOOH) in postmortem fluids and tissues from deceased pilots. These cannabinoids, as well as others, exist in human urine as their glucuronide conjugates, formed during Phase II metabolism to increase their solubility for excretion. Prior to the analysis of cannabinoids in urine by gas chromatography/mass spectrometry (GC-MS), it is desirable to cleave (hydrolyze) the glucuronic acid to enhance the detection of the unconjugated compounds. In the current study, β-glucuronidases from 3 mollusk species (Helix pomatia, Patella vulgate, and Haliotis rufescens), 1 bacteria (Escherichia coli), and bovine liver were compared for their quantitative efficiency in hydrolyzing the glucuronide bond in spiked, blank urine. THC and THCCOOH were selected for this project to study the hydrolysis efficiency of the various enzymes on the ester-linked THCCOOH-glucuronide and the ether-bonded THC-glucuronide. An unconjugated metabolite, 11-hydroxy-THC (11-OH-THC), was included to evaluate the effect of the various hydrolysis conditions on its recovery. The hydrolysis variables evaluated were pH, time, and temperature of incubation. Peak area ratio of analyte/deuterated internal standard was used to quantify cannabinoid recovery. All of the enzymes were able to hydrolyze both the THC and THCCOOH glucuronides, but there were significant species-specific differences. The β-glucuronidases from Haliotis rufescens, Escherichia coli, and Patella vulgata produced the greatest recovery of THC and THCOOH during the pH experiments. While recovery of THCCOOH was acceptable using Helix pomatia and bovine liver enzymes, these glucuronidases did not hydrolyze the ether-bonded THC conjugate as efficiently as the other three. Further recovery experiments with Haliotis rufescens, Escherichia coli, and Patella vulgata investigated the effect of incubation time and temperature on the cannabinoid recoveries. Experimental incubation times (hours) were 0.25, 1.0, 4.0, 8.0, and 16 at optimum pH for each enzyme and 37ºC incubation temperature. Experimental temperatures (ºC) were 25, 37, 50, 60, and 90 at optimum pH for each enzyme and a 16 h incubation time. The results demonstrated that β-glucuronidases from Haliotis rufescens, Escherichia coli, and Patella vulgata would provide the best recovery of both ester-linked and ether-linked cannabinoid metabolites with GC-MS analysis. Further research will now analyze actual postmortem urine from THC-positive pilots involved in aviation accidents to identify a more complete metabolic profile of cannabinoids. KW - Animals KW - Enzymes KW - Gas chromatography KW - Hydrolysis KW - Marijuana KW - Mass spectrometry KW - Toxicology KW - Urine UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201506.pdf UR - https://trid.trb.org/view/1353409 ER - TY - RPRT AN - 01563632 AU - Wenzel, Brenda AU - Avers, Katrina E AU - Nguyen, Christopher AU - King, S Janine AU - Thomas, Suzanne AU - Federal Aviation Administration AU - University of Oklahoma, Norman AU - Xyant Technology, Incorporated AU - Federal Aviation Administration TI - The Aviation Medical Examiner Feedback Survey: 2014 Results PY - 2015/03//Final Report SP - 56p AB - The Aviation Medical Examiner (AME) Feedback Survey was redesigned for 2014 to reflect the accelerated pace of digitizing aerospace medical certification services and support provided to designees and airmen by the Federal Aviation Administration (FAA) Office of Aerospace Medicine (OAM). This report provides (a) trends in service satisfaction, (b) baseline measures of service quality, (c) an understanding AMEs’ expectations of service quality versus actual service received, (d) evidence of recent programmatic changes that translated into service improvements, and (e) actionable feedback to inform decisions for potential changes. All active domestic, military, federal, and international AMEs (3,231) were invited to participate via postal mail and email. Results indicate that AME satisfaction rates show upward trends relative to 2012. Baseline measures across the service providers indicate that the overall quality of provided services surpassed AMEs’ expectations. The majority of AMEs (72%) see the standards and guidelines for deferral as reasonable and appropriate, and 74% also see the medical certification process contributing to the safety of our national airspace. Strides were made to improve the staff interaction quality with AMEs of the Aerospace Medical Education and Aerospace Medical Certification Divisions. Consistency in providing quality services shows in higher rates for timely response, accurate information, and courteous treatment. The survey also assessed AMEs’ awareness of recent changes to services and processes and the effectiveness of those changes as well as prioritization of proposed changes. Results show strong support from the AMEs for the OAM to continue its move toward digitization of processing applications and deferrals. Additionally, AMEs recommended that the OAM expand their use of electronic media for (a) tracking deferrals by both AMEs and applicants, (b) face-to-face communication with FAA physicians, and (c) training. KW - Aviation medicine KW - Certification KW - Medical personnel KW - Surveys KW - Training KW - Trend (Statistics) KW - U.S. Federal Aviation Administration UR - http://www.faa.gov/data_research/research/med_humanfacs/oamtechreports/2010s/media/201504.pdf UR - https://trid.trb.org/view/1353385 ER - TY - RPRT AN - 01563559 AU - Taylor, Peter AU - Wang, Xin AU - Wang, Xuhao AU - Iowa State University, Ames AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Concrete Pavement Mixture Design and Analysis (MDA): Evaluation of Foam Drainage Test to Measure Air Void Stability in Concrete PY - 2015/03//Technical Report SP - 22p AB - The stability of air bubbles in fresh concrete can have a profound influence on the potential durability of the system, because excessive losses during placement and consolidation can compromise the ability of the mixture to resist freezing and thawing. The stability of air void systems developed by some air entraining admixtures (AEAs) could be affected by the presence of some polycarboxylate-based water reducing admixtures (WRAs). The foam drainage test provides a means of measuring the potential stability of air bubbles in a paste. A barrier to acceptance of the test was that there was little investigation of the correlation with field performance. The work reported here was a limited exercise seeking to observe the stability of a range of currently available AEA/WRA combinations in the foam drainage test; then, to take the best and the worst and observe their stabilities on concrete mixtures in the lab. Based on the data collected, the foam drainage test appears to identify stable combinations of AEA and WRA. KW - Admixtures KW - Air entrained concrete KW - Air voids KW - Concrete pavements KW - Drainage KW - Evaluation KW - Foams KW - Mix design KW - Stability (Mechanics) KW - Water reducing agents UR - http://publications.iowa.gov/19401/1/InTrans_Taylor_Concrete_Pavement_Mixture_Design_Analysis_MDA_Evaluation_Foam_Drainage_Test_Measure_Air_Void_Stability_Concrete_2015.pdf UR - https://trid.trb.org/view/1352938 ER - TY - RPRT AN - 01562668 AU - White, David J AU - Vennapusa, Pavana K R AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Report of the 3rd Workshop for Technology Transfer for Intelligent Compaction Consortium PY - 2015/03//Final Report SP - 175p AB - This document summarizes the discussion and findings of the 3rd workshop held on September 3–4, 2014 in Harrisburg, Pennsylvania, as part of the Technology Transfer Intelligent Compaction Consortium (TTICC) Transportation Pooled Fund (TPF-5(233)) study. The TTICC project is led by the Iowa Department of Transportation (DOT) and partnered by the following state DOTs: California DOT, Georgia DOT, Iowa DOT, Kentucky DOT, Missouri DOT, Ohio DOT, Pennsylvania DOT, Virginia DOT, and Wisconsin DOT. The workshop was hosted by the Pennsylvania DOT and was organized by the Center for Earthworks Engineering Research (CEER) at Iowa State University of Science and Technology. The objective of the workshop was to generate a focused discussion to identify the research, education, and implementation goals necessary for advancing intelligent compaction for earthworks and asphalt. The workshop consisted of a review of the TTICC goals, state DOT briefings on intelligent compaction implementation activities in their state, voting and brainstorming sessions on intelligent compaction road map research and implementation needs, and identification of action items for TTICC, industry, and Federal Highway Administration (FHWA) on each of the road map elements to help accelerate implementation of the technology. Twenty-two attendees representing the state DOTs participated in this pooled fund study, Vermont DOT, FHWA, researchers from Iowa State University, and industry participated in this workshop. KW - Compaction KW - Implementation KW - Intelligent compaction KW - State departments of transportation KW - Technology transfer KW - Workshops UR - http://www.intrans.iastate.edu/research/documents/research-reports/2014-TTICC-workshop-report-04152015.pdf UR - https://trid.trb.org/view/1352248 ER - TY - RPRT AN - 01562614 AU - Juster, Reuben M AU - Jacobs, Thomas H AU - Hutchinson, Taran AU - University of Maryland, College Park AU - Federal Transit Administration TI - Evaluation of Regional Real-time Transit Communications and Data Information Sharing in the National Capital Region PY - 2015/03 SP - 53p AB - This final report documents transit-related enhancements to the Regional Integration Transportation Information System (RITIS), creation of the RITIS Chat Instant Messaging tool, and final project evaluation of the effectiveness of the RITIS Chat tool through a simulated incident with participants from transit agencies that actively use RITIS and members of the Metropolitan Area Transportation Operations Coordination (MATOC) Operations staff. KW - Communication KW - Coordination KW - Data sharing KW - Evaluation KW - Information dissemination KW - Information systems KW - Public transit KW - Real time information KW - Simulation KW - Washington Metropolitan Area UR - http://www.fta.dot.gov/documents/FTA_Report_No._0079.pdf UR - http://ntl.bts.gov/lib/55000/55500/55561/FTA_Report_No._0079.pdf UR - https://trid.trb.org/view/1352128 ER - TY - RPRT AN - 01561008 AU - Zayed, Abla AU - Riding, Kyle AU - Ferraro, Christopher C AU - Bien-Aime, Andre AU - Shanahan, Natallia AU - Buidens, Daniel AU - Meagher, Thomas AU - Tran, Victor AU - Henika, Justin D AU - Paris, Jerry M AU - Tibbetts, Caitlin M AU - Watts, Benjamin E AU - University of South Florida, Tampa AU - Florida Department of Transportation AU - Federal Highway Administration TI - Long-Life Slab Replacement Concrete PY - 2015/03//Final Report SP - 306p AB - This research was initiated following reports of high incidence of cracking on Florida Department of Transportation (FDOT) concrete pavement replacement slab projects. Field slabs were instrumented for data acquisition from high-early-strength concrete pavement replacement slabs placed on projects funded by FDOT. Data were collected for three slabs located in Jacksonville, Florida, and Gainesville, Florida. A battery of laboratory tests was simultaneously conducted on the FDOT-approved concrete mixture designs used in the instrumented field slabs in addition to mixtures with variable chloride-based accelerator dosage. Temperature and strain data, as well as physical and thermal data, were acquired from slabs from the construction projects. The physical and thermal data acquired from the field were used for modeling description and verification. Subsequent to the field testing and data acquisition, the slabs were inspected for the presence of cracking. Laboratory testing included as-received materials characterization, heat of hydration measurements using isothermal and semi-adiabatic calorimetry for temperature rise assessment, and strength maturity curves for strength assessment. Using ConcreteWorks and HIPERPAV III, the findings indicated that adherence to the approved mixture design is critical. High placement temperatures and concrete placement during the day increased concrete cracking potential. Field additions of accelerator in excess of the approved mixture design were also found to increase the cracking potential. KW - Accelerating agents KW - Concrete pavements KW - Cracking KW - Field tests KW - Florida KW - Laboratory tests KW - Mix design KW - Rehabilitation (Maintenance) KW - Slabs KW - Temperature KW - Thermal stresses UR - http://www.fdot.gov/research/Completed_Proj/Summary_SMO/FDOT-BDV25-977-01-rpt.pdf UR - https://trid.trb.org/view/1351100 ER - TY - RPRT AN - 01561007 AU - Biswas, Bidisha AU - Gerdes, Ryan AU - Heaslip, Kevin AU - Utah State University, Logan AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Position Verification Systems for an Automated Highway System PY - 2015/03 SP - 101p AB - Automated vehicles promote road safety, fuel efficiency, and reduced travel time by decreasing traffic congestion and driver workload. In a vehicle platoon (grouping vehicles to increase road capacity by managing distance between vehicles using electrical and mechanical coupling) of such automated vehicles, as in automated highway systems (AHS), tracking of inter-vehicular spacing is one of the significant factors under consideration. Because of close spacing, computer-controlled platoons with inter-vehicular communication—the concept of adaptive cruise control (ACC)—become open to cybersecurity attacks. Cyber physical (CP) and cyber attacks on smart grid electrical systems have been a significant focus of researchers. However, CP attacks on autonomous vehicle platoons have not been examined. This research surveys a number of models of longitudinal vehicle motion and analysis of a special class of CP attacks called false data injection (FDI) on vehicle platoons. In this kind of attack, the configuration of any CP system is exploited to introduce arbitrary errors to gain control over the system. Here, an n-vehicle platoon is considered and a linearized vehicle model is used as a test-bed to study vehicle dynamics and control, after false information is fed into the system. KW - Advanced vehicle control systems KW - Automated highway systems KW - Computer security KW - Intelligent vehicles KW - Traffic platooning KW - Transportation safety KW - Vehicle dynamics KW - Vehicle spacing UR - http://www.mountain-plains.org/pubs/pdf/MPC15-284.pdf UR - https://trid.trb.org/view/1349915 ER - TY - RPRT AN - 01561003 AU - Lin, Shibin AU - Ashlock, Jeramy C AU - Kim, Hanjun AU - Nash, Jeremy AU - Lee, Hosin (David) AU - Williams, R Christopher AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Assessment of Nondestructive Testing Technologies for Quality Control/Quality Assurance of Asphalt Mixtures PY - 2015/03//Final Report SP - 183p AB - Asphalt pavements suffer various failures due to insufficient quality within their design lives. The American Association of State Highway and Transportation Officials (AASHTO) Mechanistic-Empirical Pavement Design Guide (MEPDG) has been proposed to improve pavement quality through quantitative performance prediction. Evaluation of the actual performance (quality) of pavements requires in situ nondestructive testing (NDT) techniques that can accurately measure the most critical, objective, and sensitive properties of pavement systems. The purpose of this study is to assess existing as well as promising new NDT technologies for quality control/quality assurance (QC/QA) of asphalt mixtures. Specifically, this study examined field measurements of density via the PaveTracker electromagnetic gage, shear-wave velocity via surface-wave testing methods, and dynamic stiffness via the Humboldt GeoGauge for five representative paving projects covering a range of mixes and traffic loads. The in situ tests were compared against laboratory measurements of core density and dynamic modulus. The in situ PaveTracker density had a low correlation with laboratory density and was not sensitive to variations in temperature or asphalt mix type. The in situ shear-wave velocity measured by surface-wave methods was most sensitive to variations in temperature and asphalt mix type. The in situ density and in situ shear-wave velocity were combined to calculate an in situ dynamic modulus, which is a performance-based quality measurement. The in situ GeoGauge stiffness measured on hot asphalt mixtures several hours after paving had a high correlation with the in situ dynamic modulus and the laboratory density, whereas the stiffness measurement of asphalt mixtures cooled with dry ice or at ambient temperature one or more days after paving had a very low correlation with the other measurements. To transform the in situ moduli from surface-wave testing into quantitative quality measurements, a QC/QA procedure was developed to first correct the in situ moduli measured at different field temperatures to the moduli at a common reference temperature based on master curves from laboratory dynamic modulus tests. The corrected in situ moduli can then be compared against the design moduli for an assessment of the actual pavement performance. A preliminary study of micro-electromechanical systems- (MEMS)-based sensors for QC/QA and health monitoring of asphalt pavements was also performed. KW - Asphalt mixtures KW - Assessments KW - Density KW - Dynamic modulus of elasticity KW - Electromagnetic devices KW - Field tests KW - Laboratory tests KW - Nondestructive tests KW - Quality assurance KW - Quality control KW - Stiffness KW - Technological innovations UR - http://lib.dr.iastate.edu/intrans_reports/112 UR - http://publications.iowa.gov/19152/1/IADOT_InTrans_UI_TR-653_Lin_Assess_NDT_Techs_QC_QA_Asphalt_Mixtures_2015.pdf UR - https://trid.trb.org/view/1347698 ER - TY - RPRT AN - 01560995 AU - Ellis, Wendy AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Assessment of Uretek Deep Injection Process PY - 2015/03//Initial Report SP - 28p AB - This project assesses the capacity of an in-situ urethane stabilized soil mass to halt subsidence on an Interstate highway. An area of subsidence is approximately 100 meters long in the southbound barrel of I-89 from mile marker 0.124 to 0.153 in Hartford, Vermont. The location’s annual average daily traffic is amongst the highest in eastern Vermont, averaging 38,000 vehicles per day. Historically, the roadway section was originally constructed in the 1950s and it is believed that the majority of the fill material used was taken from the rock cut sections in the connecting ramps on the south side of the I-89/I-91 interchange. Project Hartford IM 089-1 (60) was initiated and bids were let on the project in 2013 to stabilize the site and alleviate ongoing maintenance costs. For planning and design purposes, Applied Research Associates (ARA) consultants were contracted to determine the extent of the instability through a variety of noninvasive geophysical and non-destructive testing. This data was utilized to approximate the total amount of injection material that would be needed to stabilize the area through the injection process. URETEK USA was subcontracted through J.A. McDonald to use a patented deep injection method to stabilize the underlying subsurface of the highway. URETEK 486, a family of two-component, lightweight expansive polymers developed by Bayer MaterialScience LLC of Pittsburgh, Pennsylvania was injected in the base soil in a grid pattern, typically 4-foot by 4-foot to stabilize and compact weaker or loose soils to improve the load bearing capacity. The material was injected in cold temperatures successfully. This report summarizes the installation and first year data. KW - Assessments KW - Injection (Materials) KW - Soil stabilization KW - Subgrade (Pavements) KW - Subsidence (Geology) KW - Urethane KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2009%20Assessment%20of%20Uretek%20Deep%20Injection%20Process.pdf UR - https://trid.trb.org/view/1349905 ER - TY - RPRT AN - 01560983 AU - Chintakunta, Satish AU - Boone, Shane D AU - Engineering and Software Consultants, Incorporated AU - Federal Highway Administration TI - Nondestructive Inspection Protocol for Reinforced Concrete Barriers PY - 2015/03 SP - 50p AB - Reinforced concrete highway barriers serve to prevent errant vehicles from departing the travel way at grade separations. Despite the important role that they play in maintaining safety and their ubiquitous nature, barrier inspection rarely moves beyond visual inspection. In August 2008, a tractor-trailer fatally departed William Preston Lane, Jr., Memorial Bridge after it dislodged a section of the bridge barrier. Investigations following the accident identified significant corrosion of the anchor bolts attaching the bridge railing to the bridge deck. As a result of the information gathered during its investigation of the accident, the National Transportation Safety Board made recommendations to the Federal Highway Administration concerning nondestructive evaluation (NDE) of concrete bridge railings. The Center for Non Destructive Evaluation (NDE) at Turner Fairbank Highway Research Center in McLean, VA, has evaluated the feasibility of using four technologies—ground penetrating radar (GPR), ultrasonic pulse-echo, digital radiography, and infrared thermal imaging methods—to develop bridge inspection methods that augment visual inspections, offer reliable measurement techniques, and are practical regarding both time and cost for field inspection work. Controlled samples containing predefined corrosion levels in reinforcing steel were embedded at barrier connection points for laboratory testing. All four NDE techniques were used. The methods provided useful and complementary information. Ultrasonic pulse-echo and GPR provided a rapid approach to identify reinforcing steel that has anomalous responses. Full implementation could use both ultrasonic pulse-echo and GPR methods to identify areas of concern providing guidance for maintenance actions. KW - Barriers (Roads) KW - Bridge railings KW - Corrosion KW - Feasibility analysis KW - Ground penetrating radar KW - Inspection KW - Laboratory tests KW - Nondestructive tests KW - Radiography KW - Reinforced concrete KW - Structural health monitoring KW - Thermal imagery KW - Ultrasonic tests UR - http://www.fhwa.dot.gov/publications/research/infrastructure/structures/bridge/14076/14076.pdf UR - https://trid.trb.org/view/1347692 ER - TY - RPRT AN - 01560980 AU - Mander, John B AU - Karthik, Madhu M AU - Hurlebaus, Stefan AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Structural Assessment of "D" Regions Affected by Premature Concrete Deterioration: Technical Report PY - 2015/03//Technical Report SP - 210p AB - The current study is a continuation of the earlier study that investigated the effects of Alkali Silica Reaction (ASR) and Delayed Ettringite Formation (DEF) induced deterioration on the D-Regions of structures. Of the four near full-scale C-Beam specimens that were constructed, and conditioned over time as part of the earlier study, the last specimen (Specimen 3), which was field conditioned through the Texas heat along with supplemental water for a period of five years, is the main focus of this study. With time, additional cracks caused by ASR/DEF swelling were observed in addition to the load induced cracks. Based on the deterioration data collected and observations made on Specimen 3, it was classified to show heavy damage due to ASR/DEF deterioration. The experimental test of Specimen 3 which resulted in a brittle shear failure through the beam-column joint, showed a similar failure mechanism to the other three C-Beam specimens. The heavy deterioration caused by ASR/DEF deterioration also did not seem to have any effect on the load carrying capacity of the specimen. However, the response of the specimen was considerably stiffer and less ductile than the earlier tested C-Beam specimens with no, slight, and moderate amounts of deterioration. This is due to the restraint offered to ASR/DEF swelling strain by the reinforcement, which causes tensile strains in the reinforcement. This effectively put the concrete under a state of active prestress. Although no signs of corrosion are observed in the specimen during the deterioration phase, in terms of concrete cover spalling or rust stains in concrete, a considerable amount of corrosion was observed on the reinforcement bars once the cover concrete was removed. A minimalist semi-empirical analysis technique is developed to model the expansion strains caused by ASR/DEF expansion in reinforced concrete. The proposed model takes into account the effects of compressive and tensile prestrains on the expansion strains caused by ASR/DEF, in addition to the daily variations in temperature and humidity. This enables the model to capture the expansion strains in reinforced concrete structures that are exposed to environmental conditions. The model is validated and applied to simulate the expansion strains observed for the C-Beam specimens. Considering the complex nature of the ASR/DEF phenomena, the nature of the structure considered, and the variability in the field recorded data, the model simulates the expansion strains quite well. The Compatibility Strut-and-Tie Modeling (C-STM) technique, which was developed and verified in Phase I of this report, is used to model the force-deformation behavior of C-Beam Specimen 3. The expansion strains that are obtained from the ASR/DEF model is used to compute the prestress loads to be applied in the C-STM technique to account for the effects of ASR/DEF expansion in the model. The C-STM simulates the overall force-deformation and the internal behavior of the structure quite well. KW - Alkali silica reactions KW - Bearing capacity KW - Bents KW - Concrete bridges KW - Corrosion KW - Cracking KW - Deformation KW - Delayed ettringite formation KW - Deterioration KW - Humidity KW - Reinforced concrete KW - Stiffness KW - Structural analysis KW - Strut and tie method KW - Temperature KW - Texas UR - http://tti.tamu.edu/documents/0-5997-2.pdf UR - https://trid.trb.org/view/1350687 ER - TY - RPRT AN - 01560977 AU - Ng, Kam AU - Ettema, Robert AU - Kempema, Edward AU - Chakradhar, Ram AU - Fuller, Joshua AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Geotechnical Limit to Scour at Spill-through Bridge Abutments: Laboratory Investigation PY - 2015/03 SP - 90p AB - Scour of spill-through abutments occurs due to the combined influence of geotechnical and hydraulic processes. The present study is among the first to address the geotechnical process associated with the failure of the compacted earth, spill-through abutments, and the effects of the geotechnical strength of spill-slope soil on abutment scour. Laboratory experiments were completed to determine how soil shear strength affects abutment scour. The experiments, which primarily involved sand compacted to varying strengths, and some clayey soils, led to new and useful insights. A major new finding is that abutment failure begins at the water line of the spill-slope's upstream corner, where flow constriction around an abutment exposes and erodes spill-slope soil to the highest values of flow velocity and turbulence. Once initiated, erosion continues toward the middle portion of the spill-slope face, and then progresses downstream. Spill-slope erosion is marked by the formation of undercut, exposed vertical blocks of embankment soil whose failure occurred relatively quickly once the spill-slope face began eroding. Abutments formed of stronger soils took longer to erode, had bigger blocks of failed soil, and produced deeper scour of the channel around the abutment. Rapid failure of an abutment resulted in shallow scour depths. KW - Bridge abutments KW - Embankments KW - Erosion KW - Laboratory tests KW - Scour KW - Shear strength KW - Slope stability KW - Soil mechanics UR - http://www.mountain-plains.org/pubs/pdf/MPC15-280.pdf UR - https://trid.trb.org/view/1349710 ER - TY - RPRT AN - 01560972 AU - Cohen, Alison M AU - Witte, Adrian AU - Ferranti, Stephen AU - Hernandez, Mauricio AU - Kruse, David AU - Toole Design Group AU - SRF Associates AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Genesee Transportation Council AU - Federal Highway Administration TI - Rochester Area Bike Sharing Program Study PY - 2015/03//Final Report SP - 182p AB - The Genesee Transportation Council (GTC) commissioned this study to explore the feasibility of implementing a bike share system throughout Rochester and the surrounding area. The report recommends a multi-phase bike share system consisting of a four-phase, 100 station, 1000 bike system in Rochester proper, and a regional system that includes Villages of Brockport, East Rochester, Pittsford, and Fairport, the Rochester Institute of Technology (RIT) Campus, activity centers in the Towns of Greece and Brighton, and the City of Canandaigua. The report identifies opportunities and challenges for a bike share program in the Rochester area, lays out a system map and identifies the revenues and expenses required to implement the program. KW - Bicycle facilities KW - Expenditures KW - Feasibility analysis KW - Financing KW - Implementation KW - Revenues KW - Rochester (New York) KW - Vehicle sharing UR - http://www.nyserda.ny.gov/-/media/Files/Publications/Research/Transportation/Rochester-Bike-Sharing-Program-Study.pdf UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-13-53%20Final%20Report_3-2015.pdf UR - https://trid.trb.org/view/1351361 ER - TY - RPRT AN - 01560955 AU - Anderson, Christopher J AU - Claman, David AU - Mantilla, Ricardo AU - Takle, Eugene S AU - Quintero, Felipe AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Iowa’s Bridge and Highway Climate Change and Extreme Weather Vulnerability Assessment Pilot PY - 2015/03//Final Report SP - 61p AB - The Iowa Department of Transportation (DOT) is responsible for approximately 4,100 bridges and structures that are a part of the state’s primary highway system, which includes the Interstate, US, and Iowa highway routes. A pilot study was conducted for six bridges in two Iowa river basins—the Cedar River Basin and the South Skunk River Basin—to develop a methodology to evaluate their vulnerability to climate change and extreme weather. The six bridges had been either closed or severely stressed by record streamflow within the past seven years. An innovative methodology was developed to generate streamflow scenarios given climate change projections. The methodology selected appropriate rainfall projection data to feed into a streamflow model that generated continuous peak annual streamflow series for 1960 through 2100, which were used as input to PeakFQ to estimate return intervals for floods. The methodology evaluated the plausibility of rainfall projections and credibility of streamflow simulation while remaining consistent with U.S. Geological Survey (USGS) protocol for estimating the return interval for floods. The results were conveyed in an innovative graph that combined historical and scenario-based design metrics for use in bridge vulnerability analysis and engineering design. The pilot results determined the annual peak streamflow response to climate change likely will be basin-size dependent, four of the six pilot study bridges would be exposed to increased frequency of extreme streamflow and would have higher frequency of overtopping, the proposed design for replacing the Interstate 35 bridges over the South Skunk River south of Ames, Iowa is resilient to climate change, and some Iowa DOT bridge design policies could be reviewed to consider incorporating climate change information. KW - Climate change KW - Floods KW - Forecasting KW - Highway bridges KW - Iowa KW - Methodology KW - Rainfall KW - Risk analysis KW - Streamflow KW - Weather conditions UR - http://lib.dr.iastate.edu/intrans_reports/118/ UR - http://publications.iowa.gov/19341/1/IADOT_InTrans_HEPN_707_Anderson_Iowas_Bridge_and_Highway_Climate_Change_and_Extreme_Weather_Vulnerability_2015.pdf UR - http://www.intrans.iastate.edu/research/documents/research-reports/IA_climate_change_vulnerability_assess_w_cvr1.pdf UR - https://trid.trb.org/view/1351363 ER - TY - RPRT AN - 01560954 AU - Bortz, Brandon AU - Hossain, Mustaque AU - Kansas State University Transportation Center AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Accelerated Pavement Testing of Low-Volume Paved Roads with Geocell Reinforcement PY - 2015/03//Final Report SP - 99p AB - The Midwest States Accelerated Pavement Testing Pooled-Fund Program, financed by the highway departments of Kansas, Iowa, Missouri, and New York, has supported an accelerated pavement testing (APT) project to study the rehabilitation of low-volume paved roads with geocells and different infill materials under real-world traffic on a marginal subgrade, and to simulate this type of rehabilitation numerically so that a design method can be developed. To achieve this study objective, four pavement test sections were constructed at the Civil Infrastructure System Laboratory of Kansas State University. Three out of these four lanes had geocell-reinforced bases with three different infill materials: crushed limestone, quarry by-products, and Recycled Asphalt Pavement. The fourth test lane was the control section consisting of crushed stone base. All sections were heavily instrumented. Repeated loads (80-kN single axle) were applied using an accelerated pavement testing machine. The sections with 50-mm hot-mix asphalt (HMA) layer reached the failure criteria of 12.5-mm rut depth after 10,000 passes due to excessive stress in the subgrade. The redesigned sections with 100-mm HMA layer carried 1.2 million passes without reaching 12.5-mm failure rut depth. The geocells with marginal materials as infills appear to be viable in low-volume paved road applications. KW - Accelerated tests KW - Base course (Pavements) KW - Crushed limestone KW - Geosynthetics KW - Hot mix asphalt KW - Low volume roads KW - Pavement design KW - Reclaimed asphalt pavements KW - Rehabilitation (Maintenance) KW - Rutting KW - Test sections UR - https://idmweb.ksdot.org/PublicLib/doccontent.dll?LibraryName=PublicDocs^dt00mx38&SystemType=2&LogonId=edf132d48f7db793cd1f78d66ca19348&DocId=003837650 UR - https://trid.trb.org/view/1347047 ER - TY - RPRT AN - 01560947 AU - Sebesta, Stephen AU - Taylor, Ross AU - Lee, Sang Ick AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Rapid Field Detection of Moisture Content for Base and Subgrade : Technical Report PY - 2015/03 SP - 50p AB - Mixing and compacting soil and flexible base pavement materials at the proper moisture content is critical for obtaining adequate compaction and meeting construction specification requirements. This project sought to evaluate rapid non-nuclear techniques for measuring the moisture content on roadway base and subgrade materials. This report presents results from the final stages of testing in this project, which included 3 non-nuclear approaches, the nuclear gauge for comparison, and the oven dry gravimetric moisture as the reference value. Researchers evaluated each test for bias, precision, and sensitivity, and then scored the devices according to bias, precision, sensitivity, cost, turnaround time, suitability for uncompacted materials, and suitability for compacted materials. With these scoring parameters, the data showed the moisture analyzer most suitable for implementation. The report presents a draft test method for measuring moisture content with the moisture analyzer. The test turnaround time is typically between 15 and 30 minutes. KW - Base course (Pavements) KW - Measuring instruments KW - Moisture content KW - Nuclear moisture gages KW - Subgrade (Pavements) KW - Test procedures UR - http://tti.tamu.edu/documents/0-6676-2.pdf UR - https://trid.trb.org/view/1348918 ER - TY - RPRT AN - 01560940 AU - Grejner-Brzezinska, Dorota A AU - Toth, Charles AU - Wu, T H AU - Shakoor, Abdul AU - Ohio State University, Columbus AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Probabilistic Use of LiDAR Data to Detect and Characterize Landslides PY - 2015/03//Final Report SP - 179p AB - Landslide hazard and its consequences in the transportation network are well-understood, yet current methods of identifying and assessing landslide conditions are inefficient, as they are mostly based on labor-intensive field surveys. This research was performed as a feasibility study, where the potential of airborne Light Detection And Ranging (LiDAR) data for landslide detection was investigated. The primary objective of this pilot study was to develop, implement and validate computer models for automatic detection and assessment of landslides using time-series of airborne LiDAR data. Models have been developed using LiDAR data obtained from SR 666 in Muskingum County (District 5) and independently tested on LiDAR data covering southern Ohio. In this research effort, two techniques, one using single and the other based on multi-temporal surface models, obtained by airborne LiDAR, were proposed, implemented and tested for landslide susceptibility and hazard mapping. Based on a single dataset, 84% of the landslides from the reference inventory map of SR 666 were correctly identified, while using two datasets acquired four years apart, the proposed technique was able to identify 66% of the mapped landslides that are experiencing temporal changes susceptible to slides. KW - Detection and identification technologies KW - Feasibility analysis KW - Landslides KW - Laser radar KW - Ohio KW - Validation UR - http://www.dot.state.oh.us/Divisions/Planning/SPR/Research/reportsandplans/Reports/2015/Geotechnical/134609_FR.pdf UR - https://trid.trb.org/view/1351360 ER - TY - SER AN - 01560936 JO - Traffic Safety Facts - Research Note PB - National Highway Traffic Safety Administration AU - Singh, Santokh AU - Stern, Seymour AU - Subramanian, Rajesh TI - Not-in-Traffic Surveillance: Non-Crash Fatalities and Injuries PY - 2015/03 SP - 6p AB - This Research Note provides updated information on fatalities and injuries among the overall population as well as among children 14 and younger who were involved in “motor vehicle non-crash incidents”. The data on such incidents are obtained by the National Highway Traffic Safety Administration (NHTSA) through its Not-in-Traffic Surveillance system. These updates reflect non-crash fatality data from 2005 to 2007 and injury estimates in 2011 and 2012. During 2005 through 2007, on average each year 506 persons were killed in non-crash vehicle incidents. The three most frequent reasons for these fatalities were carbon monoxide poisoning from motor vehicle exhaust gas (25%), crushed by a vehicle (25%), and fell from the vehicle (17%). Among children 14 and younger, on average annually, 37 children were killed in non-crash incidents. About 51 percent of them died due to vehicle-related heat stroke or hyperthermia from extreme heat. During 2011 and 2012, an estimated 647,000 persons were injured annually in non-crash incidents involving motor vehicles. The three most frequent injury mechanisms were from being struck by a vehicle part such as vehicle door, trunk lid, etc., or by striking a vehicle (32%), fall while entering or exiting a vehicle (23%), and overexertion such as while unloading cargo from a trunk or the bed of a pickup truck (11%). During 2011 and 2012, an estimated 95,000 injuries occurred annually to children 14 and younger. The three most frequent injury mechanisms for children were closing doors (48%), falls while entering or exiting vehicles (11%), and falls from exteriors of vehicles (8%). KW - Children KW - Fatalities KW - Injuries KW - Injury causes KW - Motor vehicles KW - Not-in-Traffic Surveillance System KW - Trend (Statistics) UR - http://www-nrd.nhtsa.dot.gov/Pubs/812120.pdf UR - https://trid.trb.org/view/1349607 ER - TY - SER AN - 01560933 JO - TechBrief PB - Federal Highway Administration TI - Construction Quality Assurance for Federally Funded Local Public Agency Projects PY - 2015/03 SP - 6p AB - The purpose of this TechBrief is to summarize a comprehensive investigation of current construction quality assurance (QA) practices from both State Highway Agencies (SHA) and Local Public Agencies (LPA) perspectives undertaken in 2012 and to present recommendations from this analysis. The review included a content analysis of current SHA and LPA QA procedures, a national SHA/LPA survey of construction QA practices, and indepth interviews of a selected cross-section of State and local agency representatives. The recommendations resulting from this review focused on the current state of practice, issues or challenges, and best practices to improve construction QA. Some of the specific areas identified in prior reviews and the project surveys and interviews include the development of LPA-specific guidelines and manuals, quality management by the SHAs, use of consultants, certification programs, and training. Related topics such as communication, specifications and standards, and risk-based tiered systems for LPA projects were also raised and analyzed as part of this review. KW - Best practices KW - Construction projects KW - Highways KW - Local government agencies KW - Quality assurance KW - Recommendations KW - State highway departments KW - State of the practice KW - Surveys UR - http://www.fhwa.dot.gov/publications/research/infrastructure/15009/15009.pdf UR - https://trid.trb.org/view/1347691 ER - TY - RPRT AN - 01560922 AU - Jenkins, Andrew AU - Kansas Department of Transportation AU - Federal Highway Administration TI - Surface Resistivity as an Alternative for Rapid Chloride Permeability Test of Hardened Concrete PY - 2015/03//Final Report SP - 39p AB - Kansas experiences harsh winters that require frequent use of de-icing salts, making it critical to the long-term durability of concrete structures that the permeability is kept under control. Under current Kansas Department of Transportation (KDOT) specification, the Rapid Chloride Permeability (RCP) test, as described in ASTM Standard C1202 (2012), or the Volume of Permeable Voids method, described in ASTM Standard C642 (2013), more commonly known as the boil test, must be performed to evaluate concrete permeability. Surface resistivity testing was investigated as an alternative to these tests. Testing for surface resistivity was set up to evaluate the correlation of surface resistivity with RCP and boil tests, the effect of loss of saturation on the sample, and the repeatability of surface resistivity testing. Results indicate a strong relationship (R-squared value of 0.84) between 28-day surface resistivity and 56-day C1202 RCP testing. Results also correlate well to a mathematical relationship derived through Ohm's Law. Surface resistivity did not have a strong relationship (R-squared value of 0.37) with C642 boil testing. Cylinders were cast to evaluate the effect of saturation levels and differential sample drying. Cylinders were allowed to dry for varying lengths of time at different ages. Results indicated that allowing the samples to dry, regardless of the length of drying time and the age at which the samples were drying, increased the surface resistivity results by an average of 15%. Through the course of this study, including all samples tested, the standard deviation and coefficient of variation on any given set of cylinders is 1.4 and 4.9%, respectively. If only samples used for the correlation of 28-day surface resistivity to 56-day RCP are used, the coefficient of variation is 4.2%. A cost-benefit analysis was performed to evaluate the monetary savings resulting from this research. A triennial analysis indicates a total cost savings by KDOT and contractors of approximately $980,000 and a cost-benefit ratio of 9.2. As a result of this research, recommended specification limits have been developed for surface resistivity testing. As of January 2014, surface resistivity testing has been added to KDOT Standard Specifications as an alternate test method for concrete permeability. KW - Benefit cost analysis KW - Concrete tests KW - Electrical resistivity KW - Kansas KW - Permeability KW - Rapid Chloride Permeability Test KW - Specifications UR - https://idmweb.ksdot.org/PublicLib/doccontent.dll?LibraryName=PublicDocs^dt00mx38&SystemType=2&LogonId=edf132d48f7db793cd1f78d66ca19348&DocId=003837652 UR - https://trid.trb.org/view/1347048 ER - TY - RPRT AN - 01560915 AU - Yang, Mijia AU - North Dakota State University, Fargo AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - An Integrated Real-Time Health Monitoring and Impact/Collision Detection System for Bridges in Cold Remote Regions PY - 2015/03 SP - 73p AB - This report presents a research examining the feasibility of creating an integrated structural health monitoring and impact/collision detection system for bridges in remote cold regions, where in-person inspection becomes formidable. The research report includes a theoretical analysis of the impact event identification in Chapter II, laboratory experiment verification in Chapter III, and a field testing and an integrated Structural health monitoring system in Chapter IV. Based on the systematical research outcomes, the impact/collision event and the real-time bridge structural health status have been successfully identified and recorded, which could be used for bridge management and resources allocation in future. KW - Bridge management systems KW - Feasibility analysis KW - Field tests KW - Frigid regions KW - Incident detection KW - Laboratory studies KW - Real time information KW - Structural health monitoring UR - http://www.mountain-plains.org/pubs/pdf/MPC15-282.pdf UR - https://trid.trb.org/view/1349906 ER - TY - RPRT AN - 01560913 AU - Abu-Odeh, Akram Y AU - McCaskey, Katherine M AU - Bligh, Roger P AU - Menges, Wanda L AU - Kuhn, Darrell L AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Crash Test and MASH TL-3 Evaluation of the TxDOT Short Radius Guardrail PY - 2015/03//Test Report SP - 422p AB - When a roadway intersects a highway with restrictive features such as a bridge rail and canal, it becomes difficult to fit a guardrail with the proper length, transitions, and end treatment along the highway. Possible solutions include relocating the constraint blocking the placement of the guardrail, shortening the designed guardrail length, or designing a curved guardrail. Curved, or short radius, guardrails typically present the most viable solution for these areas. However, no previously designed short radius guardrails meet National Cooperative Highway Research Program (NCHRP) Report 350 Test Level 3 (TL-3) guidelines. Now, the American Association of State Highway and Transportation Officials (AASHTO) Manual for Assessing Safety Hardware (MASH) has updated crash testing criteria. The new guidelines supersede NCHRP Report 350 and increased the size of test vehicles and changed the test matrices to include more impact conditions. Therefore, meeting new impact standards for short radius guardrails has become more challenging. Texas Transportation Institute (TTI) researchers investigated, modeled, and simulated an optimized short radius design under this project. Subsequently, TTI researchers crash tested this system successfully to MASH 3-33, 3-32, 3-31, and 3-35 test conditions. This innovative design utilizes an energy dissipation component plus a cable anchor that provides tension capacity to the rail section on the primary roadway, though an anchor breakaway cable terminal (BCT) post on the secondary road portion of the system. These new innovative design details made the system very effective in capturing the vehicles in short distances while using readily available components. KW - AASHTO Manual for Assessing Safety Hardware KW - Breakaway supports KW - Crashworthiness KW - Design KW - Evaluation KW - Guardrails KW - Impact tests KW - Radius KW - Simulation KW - Texas UR - http://tti.tamu.edu/documents/0-6711-1.pdf UR - https://trid.trb.org/view/1350676 ER - TY - RPRT AN - 01560912 AU - Roy, Bryan AU - Windover, Paul AU - Energetics Incorporated AU - New York State Department of Transportation AU - New York State Energy Research and Development Authority AU - Federal Highway Administration TI - Idle Reduction Assessment for the New York State Department of Transportation Region 4 Fleet PY - 2015/03//Final Report SP - 99p AB - Energetics Incorporated conducted a study to evaluate the operational, economic, and environmental impacts of advanced technologies to reduce idling in the New York State Department of Transportation (NYSDOT) Region 4 fleet without compromising functionality. The fleet actively addresses fleet efficiency and reducing petroleum consumption by using more efficient light-emitting diode hazard warning signs and encourages personnel to turn off vehicles when stationary. However, with a fleet of 328 on-road vehicles and a duty to serve the more than one million customers in seven western New York counties, NYSDOT Region 4 wanted to ensure they were reducing idling at every opportunity. Onboard data collection modules gathered details on the route, engine, vehicle and driver operational characteristics from ¾-ton pickups, 6-passenger pickups, stake rack trucks, and small dump trucks. Monitored parameters included engine speed, vehicle speed, fuel rate, global positioning system data, and a variety of vehicle state and environmental conditions as available. The diversity of vehicle functions during cold- and warm-weather seasons contributed to significantly different operational characteristics throughout the year. Energetics Incorporated used the collected data to develop vehicle profiles from which an implementation plan of idling reduction solutions was developed. Overall, the results showed that the vehicle’s use is extremely varied throughout the fleet and there is not a “silver bullet” approach that will work for the entire fleet. However, many vehicles in the fleet showed favorable estimated savings and are good candidates for idle reduction technology. KW - Data collection KW - Economic impacts KW - Engine idling KW - Environmental impacts KW - Evaluation and assessment KW - New York State Department of Transportation KW - Seasons KW - Technological innovations KW - Trucks KW - Vehicle fleets UR - https://www.dot.ny.gov/divisions/engineering/technical-services/trans-r-and-d-repository/C-13-01%20Final%20Report_3-2015.pdf UR - https://trid.trb.org/view/1347461 ER - TY - RPRT AN - 01560907 AU - Gross, Frank AU - Eccles, Kimberly AU - Carter, Daniel AU - Federal Highway Administration TI - Crash Modification Factors Needs Assessment Workshop PY - 2015/03//Summary Report SP - 45p AB - The Federal Highway Administration (FHWA) hosted a Crash Modification Factor (CMF) Stakeholder Meeting to provide a forum for CMF stakeholders to communicate ongoing efforts and identify opportunities for future collaboration. CMF stakeholders represent two primary groups: the CMF user community (transportation agencies and practitioners) and the CMF research and development community (individuals and agencies who plan, fund, direct, and carry out CMF research). Bringing these stakeholders together provided an opportunity to share insights and resources to further advance the research and development of CMFs and related activities. The meeting was arranged around five primary topic areas. The first was current CMF-related activities, which allowed time for each stakeholder to identify their roles, responsibilities, and current efforts with respect to the development and application of CMFs. The second topic of discussion was CMF research needs, which included a summary of the results of a CMF gap analysis. The third topic focused on resources (e.g., data) to support the development of CMFs. The fourth topic, advancing highway safety, focused on research methods, technologies, and innovation. The final discussion was a recap of the overarching themes and focused on future opportunities to advance the state of the practice. The remainder of this section provides further details on each of the topic areas, summarizing current CMF development efforts and highlighting key opportunities for the future. KW - Crash modification factors KW - Highway safety KW - Needs assessment KW - Stakeholders KW - State of the practice KW - Traffic crashes KW - Workshops UR - http://www.fhwa.dot.gov/publications/research/safety/15020/15020.pdf UR - https://trid.trb.org/view/1347693 ER - TY - RPRT AN - 01560904 AU - Carlson, Paul J AU - Higgins, Laura L AU - Pratt, Michael P AU - Finley, Melisa D AU - Theiss, LuAnn AU - Williams, William F AU - Iragavarapu, Vichika AU - Ko, Myunghoon AU - Nelson, Alicia A AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Traffic Control Device Evaluation Program: Technical Report PY - 2015/03 SP - 120p AB - This project provides the Texas Department of Transportation with a mechanism to quickly and effectively conduct high-priority, limited scope evaluations of traffic control devices. Work during the 2013–2014 fiscal year included three main tasks: updating the Texas Curve Advisory Speed (TCAS) program, testing alternatives to the existing exit gore sign requirements, and evaluating pilot vehicles and portable traffic control signals with and without a flagger. The TCAS program was developed to assist practitioners in the implementation of the guidelines for setting curve advisory speeds and choosing curve traffic control devices. Researchers updated the calculations contained within the TCAS program to reflect the guidelines in the Texas Manual on Traffic Control Devices (TMUTCD). Researchers also added a new set of calculations so that users have the choice of applying either the TMUTCD or the Procedures for Establishing Speed Zones. Exit gore signs are often hit and require constant maintenance, which puts maintenance crews at risk. The study’s objective was to develop potential alternative(s) to provide the road user the same level of information but reduce or eliminate the risk during maintenance. Researchers selected alternative exit gore treatments to test in Texas A&M Transportation Institute’s (TTI’s) driving simulator. The vertical chevron paired with chevron pavement markings performed consistently well, but none of the alternative treatments performed notably poorly. Typically, flaggers direct traffic when a lane on a two-lane, two-way road is closed for construction or maintenance, but Texas also uses portable traffic control signals and pilot vehicles to control operating speeds within the lane closure. Researchers conducted field studies to test driver compliance, and overall, only 3 percent of drivers did not comply with the portable traffic control signals and pilot vehicle for both conditions studied (with and without a flagger). Researchers also developed a tool to help pilot vehicle drivers estimate the minimum green time needed to clear the vehicle queue at the portable traffic signal. The report also discusses two ongoing tasks: coordinating state asset data collection efforts and evaluating rumble devices. KW - Alternatives analysis KW - Driving simulators KW - Evaluation KW - Field studies KW - Flaggers KW - Gore area KW - Road markings KW - Rumble strips KW - Texas KW - Traffic control devices KW - Traffic signs UR - http://tti.tamu.edu/documents/9-1001-14-1.pdf UR - https://trid.trb.org/view/1348933 ER - TY - RPRT AN - 01560894 AU - Chantem, Tam AU - Desiraju, Divya AU - Utah State University, Logan AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Real-Time Traffic Management to Maximize Throughput of Automated Vehicles PY - 2015/03 SP - 31p AB - In intelligent transportation systems, most of the research work has focused on lane change assistant systems. No existing work considers minimizing the disruption of traffic flow by maximizing the number of lane changes while eliminating the collisions. In this thesis, the authors develop qualitative and quantitative approaches for minimizing the disruption of traffic flow for three lane scenarios and show that this approach can be extended to an arbitrary number of lanes. The proposed algorithm is able to achieve the maximum number of lane changes. Simulation results show that this approach provides much better performance when compared with different lane change algorithms without incurring large overhead, and is hence suitable for online use. KW - Algorithms KW - Highway traffic control systems KW - Intelligent transportation systems KW - Intelligent vehicles KW - Lane changing KW - Simulation KW - Traffic flow UR - http://www.mountain-plains.org/pubs/pdf/MPC15-283.pdf UR - https://trid.trb.org/view/1350691 ER - TY - RPRT AN - 01560892 AU - National Highway Traffic Safety Administration TI - NHTSA’s Review of the National Automotive Sampling System: Report to Congress PY - 2015/03 SP - 61p AB - The National Highway Traffic Safety's (NHTSA’s) National Automotive Sampling System (NASS) has provided nationally representative traffic crash information to the highway safety community for over 30 years. However, the data needs of the traffic safety community have increased and significantly changed since NASS was initially designed. In addition, the population demographics of the United States have changed over the last three decades, affecting how nationally representative the NASS data collection sites are. NHTSA recently undertook a thorough review of the NASS Crashworthiness Data System (CDS) and the NASS General Estimates System (GES), evaluating the sample design, the data collected, and the underlying information technology. The three major components of the review were an internal review, a Federal Register Notice, and a Public Listening Session. Given the input from the review process, NHTSA recommends expanding the types of crashes covered by the new system and the data elements collected on these crashes. Doing so will address two key areas identified by the agency and its stakeholders as not adequately covered in the current NASS: crash avoidance, and a crash involving a motorcycle, a pedestrian, or a large truck. In addition, as many stakeholders requested, NHTSA recommends increasing the size of the NASS samples so as to improve the ability of the data from the system to support most data needs. KW - Crash data KW - Data collection KW - Databases KW - Information technology KW - National Automotive Sampling System KW - Recommendations KW - Stakeholders KW - Statistical sampling KW - Traffic crashes KW - U.S. National Highway Traffic Safety Administration UR - http://www-nrd.nhtsa.dot.gov/Pubs/812128.pdf UR - https://trid.trb.org/view/1349606 ER - TY - RPRT AN - 01560882 AU - McFalls, Jett AU - Yi, Young-Jae AU - Li, Ming-Han AU - Senseman, Scott AU - Storey, Beverly AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Generic and Branded Herbicides: Technical Report PY - 2015/03 SP - 64p AB - As with other generic brand products in the marketplace, generic herbicides often have a lower initial product cost than their brand-name counterparts. While the purchase price of herbicides is important to the Texas Department of Transportation (TxDOT), it is essential to look at more than just initial costs to determine whether generic or branded products is the best practice. One should consider safety, effectiveness, and application rates/procedures as well as product availability and equipment requirements. This project focused on three herbicides (Roundup PROMAX®, Escort® XP and Transline®) that TxDOT currently uses. The multi-disciplinary research team conducted a literature review, survey of practice, and cost/benefit analysis to determine whether generic herbicides meet equivalent performance, toxicology, environmental impact, and safety requirements as branded herbicides with significant cost-savings. This study found that generic products with the same or similar formulation often proved equivalent to branded products in human/wildlife effects, performance, and equipment requirements. However, the potential lack of quality control was identified as a concern because many of the generic herbicides were produced overseas. The uncertainties of inert ingredients also made assessments of risks and performance unclear. Meanwhile, the cost-saving benefit by using generic products was not proven, particularly for projects requiring a large amount of herbicide. The generic product may have a cheaper price but may not include the same amount and quality of active ingredient as the brand-name product. Therefore, to achieve an equivalent rate of active ingredient, more of the generic material may need to be used, thereby potentially eliminating whatever cost savings was realized at the initial purchase of the generic product. Other concerns identified with generic herbicides include the lack of availability, and lack of diverse discounts offered by branded herbicide manufacturers. KW - Benefit cost analysis KW - Environmental impacts KW - Field tests KW - Herbicides KW - Literature reviews KW - Surveys KW - Texas KW - Toxicology UR - http://tti.tamu.edu/documents/0-6733-1.pdf UR - https://trid.trb.org/view/1348934 ER - TY - RPRT AN - 01560881 AU - Block, David AU - Harrison, John AU - Brooker, Paul AU - Electric Vehicle Transportation Center (EVTC) AU - Research and Innovative Technology Administration TI - Electric Vehicle Sales for 2014 and Future Projections PY - 2015/03 SP - 12p AB - The object of this research is to assess the current status and to predict the future penetration of electric vehicles (EVs) within the U.S. market. The prediction method is based on EV yearly sales giving the cumulative vehicles on the road for 2010 through 2014 and the growth rates for these five years. Using these growth values, the future ten year values are calculated. The EV sales results for 2014 in the U.S. show that 118,773 vehicles were sold as compared to 96,700 vehicles in 2013. This gives a one year sales growth rate of 23%. The total cumulative number of EVs sold over the five year sales period is now at 286,390 vehicles. If a conservative 20% growth rate is used, then the U.S. sales in 2024 will be 740,000 EVs per year with cumulative number of vehicles at 4.0 million. The second part of the prediction analysis was to predict the EV sales and cumulative sales values of EVs for the states of interest. These predictions were done for Florida, Hawaii, Alabama, and for comparison purposes for Georgia, California and New York. Results are also presented on state actions and incentives to overcome the cost barriers and on the technical barrier achievements as compared to U.S. Department of Energy goals. KW - Alabama KW - California KW - Electric vehicles KW - Florida KW - Forecasting KW - Georgia KW - Hawaii KW - Market assessment KW - New York (State) KW - Sales KW - United States UR - http://fsec.ucf.edu/en/publications/pdf/FSEC-CR-1998-15.pdf UR - https://trid.trb.org/view/1348924 ER - TY - RPRT AN - 01560873 AU - Raslear, Thomas G AU - Multer, Jordan AU - Federal Railroad Administration AU - Volpe National Transportation Systems Center AU - Federal Railroad Administration TI - Railroad Signal Color and Orientation: Effects of Color Blindness and Criteria for Color Vision Field Tests PY - 2015/03//Final Report SP - 33p AB - This report concerns two issues: 1) whether color vision is necessary for locomotive crews who work on railroads where the signal system is either completely redundant with regard to signal color and signal orientation or the signal system only uses signal orientation; 2) what criteria should the railroad industry use for a valid, reliable, and fair field test of color vision. These two sets of issues are discussed together because they both relate to Federal Railroad Administration's (FRA’s) Medical Standards Guidelines for locomotive engineers (49 CFR 240, Appendix F) and conductors (49 CFR 242, Appendix D) and to National Transportation Safety Board (NTSB) recommendations (NTSB 2013-18 and 2013-19) that FRA establish a field test for color vision for railroad employees who fail standard tests of color vision such as pseudoisochromatic plate tests. In the event that FRA considers reviewing its regulations regarding color vision, this information will be relevant and useful. KW - Color KW - Color blind persons KW - Color vision KW - Guidelines KW - Railroad safety KW - Railroad signals KW - Train crews KW - U.S. Federal Railroad Administration KW - U.S. National Transportation Safety Board KW - Vision tests UR - http://www.fra.dot.gov/Elib/Document/14393 UR - http://ntl.bts.gov/lib/54000/54800/54840/TR_Signal_Color_and_Position.pdf UR - https://trid.trb.org/view/1347697 ER - TY - RPRT AN - 01560870 AU - Estakhri, Cindy AU - Kassem, Emad AU - Arambula, Edith AU - Scullion, Tom AU - Texas A&M Transportation Institute AU - Texas Department of Transportation AU - Federal Highway Administration TI - Improving DMS 9210 Requirements for Limestone Rock Asphalt PY - 2015/03//Final Report SP - 34p AB - Limestone Rock Asphalt (LRA) mixtures have been produced and placed for several decades using specification requirements currently listed under DMS 9210. Several districts have had placement issues and premature failures at the beginning of 2010. These issues and failures have been attributed to material properties. Requirements for DMS 9210 have not changed for several years and need to be evaluated to possibly produce a higher quality material to reduce the occurrence of premature failures and to minimize placement issues. The objectives of the study are to (1) evaluate specification requirements of Item 330 and DMS 9210, (2) conduct field evaluations and lab testing to determine workability and acceptability as stockpile material for use as needed in pavement maintenance, and (3) consider improvements to the specification requirements to ensure an acceptable and workable stockpile material for up to 6 months. The Hveem stability was determined to be a good indicator of rutting resistance of LRA but it does not indicate when a mix is too dry and susceptible to raveling. The Cantabro test was able to identify dry mixtures with insufficient flux oil as well as poor quality flux oil. A Cantabro loss of 15 percent maximum is being proposed as a new specification test and limit. KW - Asphalt mixtures KW - Asphalt pavements KW - Asphalt rock KW - Evaluation KW - Field tests KW - Laboratory tests KW - Limestone KW - Pavement maintenance KW - Performance based specifications KW - Rutting KW - Texas KW - Workability UR - http://tti.tamu.edu/documents/0-6686-2.pdf UR - https://trid.trb.org/view/1348920 ER - TY - RPRT AN - 01560684 AU - Silvertooth, Jason R AU - Huang, Hsiao-Wen AU - Provolt, Justin J AU - Nason, Jeffrey A AU - Oregon State University, Corvallis AU - Oregon Department of Transportation AU - Federal Highway Administration TI - Assessment of Copper Removal From Highway Stormwater Runoff Using Apatite II™ and Compost: Laboratory and Field Testing PY - 2015/03//Final Report SP - 139p AB - Stormwater runoff introduces heavy metals to surface waters that are harmful to aquatic organisms, including endangered salmon. This work evaluates Apatite II™, a biogenic fish bone based adsorbent, for removing metal from stormwater. The metals removal by Apatite II™ is compared to that of compost. Compost is commonly used in stormwater best management practices (BMPs). At equilibrium and in column tests, both compost and Apatite II™ removed copper and zinc to trace levels.. The introduction of natural organic material (NOM) rendered both adsorbents less effective in all tests. There was indication that dissolved copper in the effluent was fully complexed with NOM, effectively removing the bioavailable, free copper (Cu+2). In field testing Apatite II™ removed copper for three of seven storms with efficiencies ranging from 16.1% to 59.8%. Compost removed copper in three of five storms sampled, with efficiencies ranging from 24.7% to 45.4%. Ion leaching was observed for both media types. At the field level, steady state phosphate release of approximately 1.5 mg/L was observed for Apatite II™. For compost, field levels of leaching trend of nitrate and phosphate had not yet stabilized after approximately 7,300 gallons of flow through the filter. Due to the superior performance of compost, the steady state leaching of phosphate from Apatite II™, and the potential for Apatite II™ to release copper back into solution, compost is viewed as the more promising adsorbent for stormwater applications. KW - Apatite KW - Compost KW - Copper KW - Filters KW - Heavy metals KW - Leaching KW - Phosphates KW - Runoff UR - http://www.oregon.gov/ODOT/TD/TP_RES/ResearchReports/SPR730_Final_CopperRemoval.pdf UR - https://trid.trb.org/view/1350628 ER - TY - RPRT AN - 01560678 AU - Merritt, David K AU - Chang, George K AU - Rutledge, Jennifer L AU - Transtec Group, Incorporated AU - Southeast Transportation Consortium AU - Louisiana Department of Transportation and Development AU - Federal Highway Administration TI - Best Practices for Achieving and Measuring Pavement Smoothness, A Synthesis of State-of-Practice PY - 2015/03//Final Report SP - 58p AB - Pavement smoothness specifications have evolved significantly over the past decade. More and more states are moving away from profilograph-based smoothness specifications to International Roughness Index (IRI)-based specifications. Unfortunately, a limited history with the usage of IRI-based specifications has led to some confusion over how best to structure a specification in terms of test methods and profiling equipment, thresholds for full pay/incentive/disincentive, and requirements for localized roughness or “must correct” areas. This limited history has also led to contractors who were used to profilograph-based specifications struggling to achieve the same level of quality under IRI-based specifications. This synthesis summarizes the current state-of-the-practice for IRI-based pavement smoothness specifications in the U.S. It highlights recent and current research related to pavement smoothness and provides general best practices for construction to help achieve requirements for IRI-based specifications. KW - Best practices KW - International Roughness Index KW - Pavement design KW - Paving KW - Smoothness KW - Specifications KW - State of the practice UR - http://www.ltrc.lsu.edu/pdf/2015/FR_550.pdf UR - https://trid.trb.org/view/1350409 ER - TY - RPRT AN - 01560677 AU - Rao, Sughosh J AU - Davis, Ian AU - Elsasser, Devin AU - National Highway Traffic Safety Administration AU - National Highway Traffic Safety Administration TI - Van Hool 2014 CX45 Motorcoach Lane Departure Warning System Evaluation PY - 2015/03//Final Report SP - 59p AB - This report documents an evaluation of a 2014 Van Hool Motorcoach equipped with a lane departure warning system. The main objective of this work was to perform test track research on lateral crash warning systems applications for motorcoaches. This work supports the 2012 U.S. Department of Transportation’s Motorcoach Safety Action Plans and Moving Ahead for Progress in the 21st Century Act (MAP-21) requirements. The system was evaluated for warning capabilities when presented with real-world driving situations in the safety of the test track. Test scenarios included lane change maneuvers for both straight-lane and curved-lane tests. Test results indicate that alerts were issued within 0.2m after crossing the lane line for straight line tests. The system performance on the curved left-side tests was comparable to the straight line tests. However, in curved right-side tests the system did not produce warnings in 3 out of 20 tests and produced warnings further into the lane change. KW - Buses KW - Lane departure warning systems KW - Performance tests KW - Test tracks UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crash Avoidance/Technical Publications/2015/812130_VanHoolLDWTests.pdf UR - https://trid.trb.org/view/1350693 ER - TY - RPRT AN - 01560473 AU - Agurla, Mahesh AU - Lin, Sean AU - Engineering and Software Consultants, Incorporated AU - Federal Highway Administration TI - Long-Term Pavement Performance Ohio SPS-1 and SPS-2 Dynamic Load Response Data Processing PY - 2015/03//Research Report SP - 174p AB - The dynamic load response (DLR) Study Team reinterpreted 4,290 Ohio Specific Pavement Studies (SPS)-1 (asphalt concrete pavements) raw traces and 9,240 Ohio SPS-2 (portland cement concrete pavements) raw traces, correcting the data issues identified by Long-Term Pavement Performance (LTPP) data analysis/operations feedback reports and the technical memorandum, "Investigation of Ohio DLR data in LTPP Database" for LTPP Standard Data Release (SDR) 22.0, including trace peak time lag shifts, incorrect sensor locations, and wheelpath offsets. The team calibrated and smoothed the SPS-1 and SPS-2 raw traces before categorizing those traces into three categories: good, maybe, and not good. For the SPS-1 data, approximately 24 percent of strain gauge traces, 55 percent of linear variable differential transformer (LVDT) traces, and 99 percent of pressure cell traces were categorized as good. For the SPS-2 data, only smoothed traces were categorized due to significant noise in the raw traces. Approximately 61 percent of strain gauge traces and 15 percent of LVDT traces were categorized as good. Only good traces were used for further extraction of trace peaks and valleys for SDR 27.0. In addition, the sensor locations and the corresponding wheelpath offsets were also corrected. The reinterpreted DLR data resolved the data issues and have been published in SDR 27.0. To aid future DLR data users in identifying the layout and status of each sensor from one test visit or run to another, appendices A through E show the sensor layouts in the Ohio SPS-1 and SPS-2 DLR test sections as well as the results of the 23 Ohio SPS-1 DLR tests and the 24 Ohio SPS-2 DLR tests. KW - Asphalt concrete pavements KW - Calibration KW - Concrete pavements KW - Data files KW - Data smoothing KW - Dynamic loads KW - Linear variable differential transformers KW - Load cells KW - Location KW - Long-Term Pavement Performance Program KW - Ohio KW - Sensors KW - Specific Pavement Studies (LTPP) KW - Strain gages UR - http://www.fhwa.dot.gov/publications/research/infrastructure/pavements/ltpp/14088/14088.pdf UR - https://trid.trb.org/view/1350274 ER - TY - RPRT AN - 01560469 AU - Trevino, Manuel AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Evaluation of Lightweight Noise Barrier on IH-30 Bridge Structure in Dallas, Texas PY - 2015/03//Technical Report SP - 118p AB - The Texas Department of Transportation commissioned a study to analyze the feasibility and effectiveness of a lightweight noise barrier on Interstate Highway 30, near downtown Dallas. The highway segment in question, an elevated structure next to a creek, has presented noise problems for the adjacent neighborhood ever since its expansion in the early 2000s. The highway carries substantial commuter traffic as well as heavy trucks. The neighborhood is hilly and sits at a higher elevation relative to the highway, except for a few residences on the street adjacent to the creek. The material for the noise barrier needed to be lightweight in order to be supported by the existing bridge structures without having to retrofit them. A 10-ft tall transparent acrylic noise barrier was designed to be installed on top of the existing 8-ft concrete wall. Residential sound pressure level tests were performed at various locations for five months before the transparent wall installation, and continued for nine months after the wall was completed. A portable weather station was used to monitor the conditions at the time of the tests. Measurements were conducted three times a day—morning, afternoon, and evening—and test days occurred once or twice a month. A statistical analysis of the various weather variables and their influence on the noise levels was performed. The results indicate that the wall is effective for certain receivers; although the acoustic benefits appear to be small, they are statistically significant, showing that the barrier has an effect on noise levels. The neighbors are satisfied with its performance and with its aesthetic appearance. KW - Aesthetics KW - Before and after studies KW - Dallas (Texas) KW - Highway bridges KW - Lightweight materials KW - Noise barriers KW - Noise control KW - Retrofitting KW - Sound level KW - Traffic noise KW - Weather conditions UR - http://library.ctr.utexas.edu/ctr-publications/0-6804-1.pdf UR - https://trid.trb.org/view/1350338 ER - TY - RPRT AN - 01560468 AU - Williams, Chris AU - Moore, Andrew AU - Al-Tarafany, Dhiaa AU - Massey, Josh AU - Bayrak, Oguzhan AU - Jirsa, James AU - Ghannoum, Wassim AU - University of Texas, Austin AU - Texas Department of Transportation AU - Federal Highway Administration TI - Behavior of the Splice Regions of Spliced I-Girder Bridges PY - 2015/03//Technical Report SP - 265p AB - Spliced girder bridge technology continues to attract attention due to its versatility over traditional prestressed concrete highway bridge construction. Relatively limited data are available in the literature, however, for large-scale tests of spliced girders, and few studies have examined the behavior of the cast-in-place (CIP) splice regions of spliced girder bridges. In addition to limited knowledge on CIP splice region behavior, a wide variety of splice region details (e.g., mild reinforcement details, shear interface details, overall geometry, etc.) continue to be used in the field. In response to these issues, the research program described in this report was developed to (i) study the strength and serviceability behavior of the CIP splice regions of spliced I-girders, (ii) identify design and detailing practices that have been successfully implemented in CIP splice regions, and (iii) develop design recommendations based on the structural performance of spliced I-girder test specimens. To accomplish these tasks, an industry survey was first conducted to identify the best practices that have been implemented within the splice regions of existing bridges. Splice region details were then selected to be included within large-scale post-tensioned spliced I-girder test specimens. Two tests were conducted to study splice region behavior and evaluate the performance of the chosen details. Consistent with their design, the failure mechanisms of both test girders were characterized by a shear-compression failure of the web concrete with primary crushing occurring in the vicinity of the top post-tensioning duct. Most significantly, the girders acted essentially as monolithic members in shear at failure. The web crushing extended across much of the test span and was not localized within the splice regions. Based on the results of the tests, design recommendations were developed, including recommended CIP splice region details. KW - Best practices KW - Cast in place concrete KW - Compressive strength KW - Design KW - Failure analysis KW - Girder bridges KW - Posttensioning KW - Shear properties KW - Spliced girders UR - http://library.ctr.utexas.edu/ctr-publications/0-6652-2.pdf UR - https://trid.trb.org/view/1350336 ER - TY - RPRT AN - 01560360 AU - Kalabon, Amy AU - Hedges, Lauren AU - Delatte, Norbert AU - Cleveland State University AU - Ohio Department of Transportation AU - Federal Highway Administration TI - Development, Field Testing, and Implementation of Improved Bridge Parapet Designs PY - 2015/03//Final Report SP - 126p AB - A total of 22 test parapets was constructed as part of this project to evaluate different approaches to address premature cracking. The experiments included the use of deeper saw cuts through glass fiber reinforced polymer (GFRP) reinforcement or field cut steel reinforcement, with the saw cut depth increased from 1 ½ inches (38 mm) to 3 ½ inches (89 mm). Another experimental modification was the use of polypropylene fibers in the mixture at two different dosage rates, 1 lb/yd (0.59 kg/m³) and 2 lb/yd³ (1.19 kg/m³). The research team monitored bridge parapets during and immediately after construction. This included instrumentation with embedded maturity sensors to capture temperature history of the parapets, using Command Center technology. Researchers also observed and documented parapet construction. It was important to note any constructability issues that may arise that may be related to the proposed solutions, since they would potentially impact the cost of implementation. Crack surveys were performed once formwork was removed and sawcutting had been completed. The stiffness gain of parapets and joint cracking were monitored using ultrasonic pulse velocity (UPV) technology. While all of the eight control bridges showed mid-panel cracking, only four of the twelve experimental bridges had mid-panel cracking. Both parapets with Vandal Protection Fence (VPF) posts showed cracks near the posts. The main purpose of using GFRP or field cut steel reinforcement with the 3.5 inch (89 mm) deep saw cut is to create a weakened plane at the control joint through the gap provided in the reinforcement, in order initiate cracking at the joints and reduce the risk of cracking elsewhere on the parapet. From the data gathered, this modification allowed more joints to crack at early stages, and prevented uncontrolled cracking. The parapets with fibers showed no measurable improvement over the parapets without fibers in regards to preventing shrinkage and temperature cracking. Reducing the joint spacing over negative tension areas was found to reduce uncontrolled bridge parapet cracking. However, since the experimental parapets with the reduced joint spacing were coupled with another modification of either the polypropylene fibers or the deeper saw cut, it was hard to determine if this alone would solve uncontrolled bridge parapet cracking. KW - Bridge construction KW - Bridge decks KW - Bridge design KW - Case studies KW - Cracking KW - Cutting KW - Fiber reinforced concrete KW - Joints (Engineering) KW - Ohio KW - Parapets UR - http://worldcat.org/oclc/905705593/viewonline UR - https://trid.trb.org/view/1348903 ER - TY - RPRT AN - 01560356 AU - Gibson, J Bryan AU - Wallace, Candice AU - University of Kentucky Research Foundation AU - Louisiana Department of Transportation and Development AU - Southeast Transportation Consortium AU - Federal Highway Administration TI - Transportation Funding Sources and Alternatives in the Southeastern States Now and in the Future PY - 2015/03//Final Report SP - 81p AB - Most states collect the majority of transportation revenues from sources such as fuel taxes and vehicle registration fees, while relying on the federal government via the Federal Highway Trust Fund (HTF) for additional monies. More often than not, fuel taxes have proven the most resilient source of revenue, yet concerns over increasing fuel efficiency eroding this traditional source of revenue have magnified funding concerns. When examining total revenues adjusted for inflation, most states saw little or no growth in total revenues from 1995 through 2012. Additionally, the HTF has run a deficit in recent years and legislators have utilized general funds to replenish it, leaving future federal funding levels uncertain. Revenue alternatives examined in the literature included vehicle miles travelled fees (VMT fees), tolls, and public private partnerships. The feasibility of implementing an alternative revenue source is likely to depend upon public acceptance. Various surveys that were conducted are summarized on a number of alternative revenue options. Public opinion was often driven by a perception of benefits received, and many options, including tolling, received majority support. Current legislative initiatives are briefly discussed including fees for electric and hybrid vehicles, tolls, and an increased emphasis on local government involvement in transportation. Based on the public opinion surveys reviewed and the alternative revenue options, there are several steps that states may consider. Conducting public outreach to gauge various revenue options will assist in implementation and public understanding of new revenue regimes, should they be deemed necessary. Pilot projects to test various administrative methods for a chosen revenue alternative will also assist in determining an alternative’s viability and potential administrative costs. At the very least, it would be prudent for states to consider potential revenue alternatives to fund the transportation infrastructure of the future. KW - Alternatives analysis KW - Federal Highway Trust Fund KW - Financing KW - Fuel taxes KW - Government funding KW - Policy making KW - Public opinion KW - Revenues KW - Southeastern United States KW - States KW - Strategic planning KW - Syntheses KW - Transportation policy UR - http://www.ltrc.lsu.edu/pdf/2015/FR_544.pdf UR - https://trid.trb.org/view/1348902 ER - TY - RPRT AN - 01560240 AU - Philips, Brian AU - Morton, Tom AU - University of Iowa, Iowa City AU - Woodward Communications AU - Federal Highway Administration AU - Federal Highway Administration TI - Making Driving Simulators More Useful for Behavioral Research - Simulator Characteristics Comparison and Model-Based Transformation: Summary Report PY - 2015/03//Final Summary Report SP - 26p AB - A central issue in making simulators useful for highway and traffic engineers concerns how well driver behavior in the simulator corresponds to driver behavior in the real world. Simulator fidelity plays a central role in matching behavior in the simulator to behavior on the road. Simulator fidelity often refers to the features and appearance of the simulator. The degree to which behavior in the simulator matches behavior on the road defines behavioral fidelity. This project characterized the physical fidelity and behavioral fidelity of four simulators. These four simulators represent a road range of fidelity and cost. Data collected from these four simulators begin to address the question of how simulators can support highway and traffic engineers. Overall, the results show that simulators with high physical fidelity demonstrate high behavioral fidelity and are likely to provide good estimates of mean speed in typical engineering applications such as roundabouts and roadway treatments designed to moderate drivers' speed. A detailed analysis of both physical fidelity and behavioral fidelity suggests the need to carefully assess the match between simulator features and the properties of the roadway design issue. A model-based transformation was developed to relate data collected in the simulators to data collected on the road. Future research should examine physical fidelity in more detail and its relationship to behavioral fidelity across a broader range of driving behavior parameters. KW - Accuracy KW - Behavior KW - Data analysis KW - Driver performance KW - Driving simulators KW - Human factors KW - Performance measurement KW - Virtual reality UR - https://trid.trb.org/view/1348783 ER - TY - RPRT AN - 01558323 AU - Savan, Christopher M AU - Ng, Kam Weng AU - Ksaibati, Khaled AU - University of Wyoming, Laramie AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Implementation of Intelligent Compaction Technologies for Road Constructions in Wyoming PY - 2015/03 SP - 80p AB - Conventional test methods for roadway compaction cover less than 1% of roadway; whereas, intelligent compaction (IC) offers a method to measure 100% of a roadway. IC offers the ability to increase compaction uniformity of soils and asphalt pavements, which leads to decreased maintenance costs and an extended service life. This report examines IC technology, how IC quality control and assurance specifications can encourage IC adoption, knowledge and use of IC through survey responses, and benefits and costs of IC. The surveys reveal that a majority of respondents from state departments of transportation have conducted IC demonstration projects, but questions about cost and willingness of policymakers to adopt IC remain a barrier to implementation. The benefit-cost analysis demonstrates that use of IC reduces compaction costs by as much as 54% and results in a $15,385 annual savings per lane mile throughout the roadway’s life. KW - Benefit cost analysis KW - Compaction KW - Intelligent compaction KW - Quality assurance KW - Quality control KW - Service life KW - State departments of transportation KW - Surveys KW - Wyoming UR - http://www.mountain-plains.org/pubs/pdf/MPC15-281.pdf UR - https://trid.trb.org/view/1347304 ER - TY - RPRT AN - 01558262 AU - Colgrove, George W AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Assessment of Mechanically Fastened Fiber Reinforced Polymer (MF-FRP) Strips for Extending Bridge Service Life PY - 2015/03//Initial SP - 34p AB - The enhancement of load rating concrete structures by the installation of Fiber reinforced polymer strips (FRP) is becoming a preferred short-term action. The addition of supplemental tensile capacity to concrete beams by applying high tensile strength FRP strips to the exterior of concrete structures provides immediate increase in live load capacity. This study assessed the installation, theory and effectiveness of adding external FRP reinforcement. The assessment of the connections of the FRP strip to the concrete structure warrant further study to determine development strengths and bearing capacity. Analysis of the system confirmed that it is a cost effective technique to increase load rating for concrete pier cap applications. Supplemental detailing to include improved shear connection at the bolting points may provide an improved in-place performance of the FRP. KW - Assessments KW - Bearing capacity KW - Bridge piers KW - Fiber reinforced polymers KW - Reinforcement (Engineering) KW - Service life KW - Structural connection UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2008%20Assessment%20of%20Mechanically%20Fastened%20Fiber%20Reinforced%20Polymer%20%28MF-FRP%29%20Strips%20for%20Extending%20Bridge%20Service%20Life.pdf UR - https://trid.trb.org/view/1347044 ER - TY - RPRT AN - 01558257 AU - Taylor, Peter AU - Yurdakul, Ezgi AU - Wang, Xuhao AU - Wang, Xin AU - Iowa State University, Ames AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Concrete Pavement Mixture Design and Analysis (MDA): An Innovative Approach To Proportioning Concrete Mixtures PY - 2015/03//Technical Report SP - 52p AB - Mixture proportioning is routinely a matter of using a recipe based on a previously produced concrete, rather than adjusting the proportions based on the needs of the mixture and the locally available materials. As budgets grow tighter and increasing attention is being paid to sustainability metrics, greater attention is beginning to be focused on making mixtures that are more efficient in their usage of materials yet do not compromise engineering performance. Therefore, a performance-based mixture proportioning method is needed to provide the desired concrete properties for a given project specification. The proposed method should be user friendly, easy to apply in practice, and flexible in terms of allowing a wide range of material selection. The objective of this study is to further develop an innovative performance-based mixture proportioning method by analyzing the relationships between the selected mix characteristics and their corresponding effects on tested properties. The proposed method will provide step-by-step instructions to guide the selection of required aggregate and paste systems based on the performance requirements. Although the provided guidance in this report is primarily for concrete pavements, the same approach can be applied to other concrete applications as well. KW - Admixtures KW - Concrete pavements KW - Mix design KW - Pavement performance KW - Performance based specifications KW - Proportioning UR - http://lib.dr.iastate.edu/intrans_reports/106 UR - http://publications.iowa.gov/19126/1/FHWA_TPF_5_205_InTrans_Taylor_Concrete_Pavement_MDA_Proportioning_Mixtures_2015.pdf UR - https://trid.trb.org/view/1347223 ER - TY - RPRT AN - 01558244 AU - Taylor, Peter AU - Wang, Xuhao AU - Wang, Xin AU - Iowa State University, Ames AU - Iowa State University, Ames AU - Iowa Department of Transportation AU - Federal Highway Administration TI - Concrete Pavement Mixture Design and Analysis (MDA): Development and Evaluation of Vibrating Kelly Ball Test (VKelly Test) for the Workability of Concrete PY - 2015/03//Final Report SP - 46p AB - Due to the low workability of slipform concrete mixtures, the science of rheology is not strictly applicable for such concrete. However, the concept of rheological behavior may still be considered useful. A novel workability test method (Vibrating Kelly Ball or VKelly test) that would quantitatively assess the responsiveness of a dry concrete mixture to vibration, as is desired of a mixture suitable for slipform paving, was developed and evaluated. The objectives of this test method are for it to be cost-effective, portable, and repeatable while reporting the suitability of a mixture for use in slipform paving. The work to evaluate and refine the test was conducted in three phases: (1) Assess whether the VKelly test can signal variations in laboratory mixtures with a range of materials and proportions; (2) Run the VKelly test in the field at a number of construction sites; and (3) Validate the VKelly test results using the Box Test developed at Oklahoma State University for slipform paving concrete. The data collected to date indicate that the VKelly test appears to be suitable for assessing a mixture’s response to vibration (workability) with a low multiple operator variability. A unique parameter, VKelly Index, is introduced and defined that seems to indicate that a mixture is suitable for slipform paving when it falls in the range of 0.8 to 1.2 in./√s. KW - Concrete pavements KW - Evaluation KW - Field tests KW - Mix design KW - Slip form paving KW - Test procedures KW - Validation KW - Vibration tests KW - Workability UR - http://lib.dr.iastate.edu/cgi/viewcontent.cgi?article=1104&context=intrans_reports UR - http://lib.dr.iastate.edu/intrans_reports/105/ UR - https://trid.trb.org/view/1347226 ER - TY - RPRT AN - 01557763 AU - Gomez, Brian W AU - Dewoolkar, Mandar M AU - Lens, John E AU - University of Vermont, Burlington AU - University of Vermont, Burlington AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Verification of Abutment and Retaining Wall Design Assumptions PY - 2015/03//Final Report SP - 125p AB - The American Association of State Highway and Transportation Officials (AASHTO), along with some other federal and state guidelines, suggest a maximum soil fines (particles finer than 0.075 mm) content in granular structural backfill be used behind bridge abutments and retaining walls. This fines content limit is currently set at 6% (by weight) by the Vermont Agency of Transportation (VTrans) and is usually between 5 and 12% in most states, according to a canvassing of state Department of Transportation (DOT) practices. The fines content limit is an attempt to assure a free-draining backfill condition so water is not retained behind the structure, thereby eliminating the need to design the abutments and retaining walls for hydrostatic pressures. It appears that this maximum fines content is adopted largely as a rule-of-thumb considering that hydraulic conductivity of a soil is expected to decrease with increasing fines content. In Vermont and many other regions the availability of high-quality structural backfill with naturally low fines content is declining, which warrants an evaluation of whether granular backfill materials with greater than 5% fines content could be successfully used in practice. This research project was set up with two broad over-arching goals. The first goal was to verify that the backfill and drainage details currently used in cast-in-place concrete cantilevered retaining walls and bridge abutments on VTrans projects perform as expected and that the backfill has the engineering properties assumed in the design. The second goal was to find the most cost effective backfill details. To evaluate the above two overarching goals, the specific objectives of this research were to: (1) survey other state Departments of Transportation on their practices for abutment and retaining walls; (2) study the effects of fines on a typical granular structural backfill by performing hydraulic conductivity and shear strength tests at varied non-plastic fines contents; (3) monitor differential water levels between the stream and the backfill at two field sites; (4) analyze the collected data and develop specific recommendations for VTrans; and (5) prepare this final report. To assess if any differential water pressures exist in existing cast-in-place reinforced concrete retaining walls installed by VTrans, a field monitoring program was implemented at two sites in Vermont. The laboratory investigation included flexible wall, hydraulic conductivity tests on a granular structural backfill with 0, 5, 10, 15, 20, and 25% non-plastic fines content at 41, 83, and 124 kPa (6, 12, and 18 psi) confining pressures followed by consolidated drained triaxial compression tests for obtaining associated drained shear strength parameters of these gradations. The 15.2 cm (6 in.) diameter specimens were prepared at optimum moisture content and 95% of maximum standard Proctor density. Some tests were conducted at 90% of maximum standard Proctor density. To enable a comparison with respect to modified Proctor maximum densities, modified Proctor tests were also performed for all base soil-fines content mixtures. The experimental results were compared with relevant studies found in the literature. The results of the field monitoring program were inconclusive. The results of the laboratory investigation indicated that a non-plastic fines content up to 10% may be justified in structural backfill specifications for retaining walls and abutments. KW - Backfill soils KW - Bridge abutments KW - Cast in place concrete KW - Fines (Materials) KW - Laboratory tests KW - Permeability coefficient KW - Recommendations KW - Retaining walls KW - Shear strength KW - Specifications KW - State departments of transportation KW - Vermont UR - http://ntl.bts.gov/lib/54000/54700/54779/2015_-_06.pdf UR - https://trid.trb.org/view/1346844 ER - TY - RPRT AN - 01557582 AU - Liljedahl, Anna AU - Debolskiy, Matvey AU - Youcha, Emily AU - Arendt, Anthony AU - Davis, Jennifer AU - Hock, Regine AU - Roth, Aurora AU - Wolken, Gabriel AU - Zhang, Jing AU - Alaska University Transportation Center AU - Alaska Department of Transportation and Public Facilities AU - Federal Highway Administration TI - Estimating Future Flood Frequency and Magnitude in Basins Affected by Glacier Wastage PY - 2015/03//Final Report SP - 41p AB - The authors present field measurements of meteorology, hydrology and glaciers and long-term modeled projections of glacier mass balance and stream flow informed by downscaled climate simulations. The study basins include Valdez Glacier Stream (342 km²), Jarvis Creek (634 km²) and Phelan Creek (32 km²), Alaska, that represent distinctly different climates and glacier coverage. At Phelan Cr., the decadal-averaged peak annual mean daily runoff was projected to increase 114% from 14 (2000-2010) to 30 cms (2090-2099) with an 87% increase by mid-century (2050-2059). At Jarvis, the decadal-averaged peak annual mean daily runoff was projected to decrease 14% from 24 (2000-2010) to 21 cms (2066-2075), while the glacier contribution increased (from 37% to 43%). However, at Jarvis Cr., the flow at the 1% exceedance probability level was projected largest (~30 cms) during the mid-century time period (2035-2050). The highest flood events tended to have less glacier contribution, indicating that rainfall or snowmelt generated events may have a greater influence than glacier melt during peak flows (only Jarvis analyzed). The differing trends in projected runoff between the Jarvis and Phelan Cr. may be attributed to the differing climate forcing and glacier coverage representation, i.e. dynamic and static for Jarvis and Phelan Cr., respectively. KW - Alaska KW - Climate KW - Floods KW - Forecasting KW - Glaciers KW - River basins KW - Runoff KW - Simulation KW - Trend (Statistics) UR - http://tundra.ine.uaf.edu/wp-content/uploads/2015/03/Liljedahl_FINAL-REPORT_v2015-03-101.pdf UR - https://trid.trb.org/view/1346365 ER - TY - RPRT AN - 01557574 AU - Ellis, Wendy M AU - Vermont Agency of Transportation AU - Federal Highway Administration TI - Evaluation of the Effectiveness of Centerline Rumble Stripes on Rural Roads PY - 2015/03 SP - 35p AB - This report documents the site characteristics, constructability, summary of audibility testing, and maintenance response of centerline rumble stripes (CLRS) at two locations: US Route 4 in Mendon-Killington and Vermont (VT) Route 105 in Sheldon. The primary objective of this research initiative was to evaluate the effectiveness of centerline rumble stripes in reducing lane departure crashes and improving the safety of undivided roadways. Ease of installation was documented along with the design of the rumble stripes in conjunction with the adjacent pavement markings. In addition, the long-term performance of rumble stripes is assessed. Criteria included overall durability and wear resistance in new or aged pavement. Differing snowfall environments as well as winter maintenance practices were identified as contributing factors. Results at the Mendon-Killington location are promising, showing a reduction of crossover crashes and associated injuries. Crossover crashes decreased from an annual average of 12.86 to 7.2, a 44 percent reduction. Injuries decreased from an average of 7.8 to 4, a 48.6 percent decrease. Sheldon saw a slight decrease in the annual average of crossover crashes of 2.63 to 2.25. Due to the small pool of data for evaluation at the site, the data is not statistically significant. Sound level readings were recorded in the A-weighted decibel scale using a Pass-by evaluation method detailed in this report. All values were under Occupational Safety and Health Administration's (OSHA's) Permissible Exposure Limits (PEL) of 90 dBA. The noise levels did not decrease as the rumbles wore down. Readings in Mendon-Killington were approximately 10 dB higher than in Sheldon, possibly due to pavement age and CLRS dimensions. As expected the tandem dump truck produced the largest readings, averaging 89.7 dBA in Mendon-Killington, followed by the pick-up at 84.3 dBA and the passenger car at 81.0 dBA. The same vehicle types in Sheldon produced readings of 80 dBA, 77.5 dBA, and 73 dBA respectively. The maintenance districts response is positive. Although it is reported that it does take more effort to clear snow from the CLRS, it does help keep drivers off the centerline and in their own lane. District contacts noted that no complaints have been received from area residents regarding noise and although both locations have worn in areas, rumble stripes still provide the awareness that motorists need if they hit the centerline. No repairs have been required at either location. KW - Center lines KW - Crash data KW - Durability KW - Evaluation KW - Highway safety KW - Maintenance KW - Performance KW - Rumble strips KW - Rural highways KW - Sound level KW - Vermont UR - http://vtransplanning.vermont.gov/sites/aot_policy/files/documents/planning/2015%20-%2007%20Evaluation%20of%20the%20Effectiveness%20of%20Centerline%20Rumble%20Stripes%20on%20Rural%20Roads_0.pdf UR - https://trid.trb.org/view/1346947 ER - TY - RPRT AN - 01557028 AU - Marshall, Wesley E AU - Henao, Alejandro AU - Bronson, Rachael AU - University of Colorado, Denver AU - Mountain-Plains Consortium AU - Research and Innovative Technology Administration TI - Building a Framework for Transportation Resiliency and Evaluating the Resiliency Benefits of Light Rail Transit in Denver, Colorado PY - 2015/03 SP - 78p AB - This report presents a three-part research program examining transportation resiliency and the ability for a transportation system to maintain or return to a previous level of service after a disruptive, black swan type event. With transportation as the second highest household expenditure, it is vital to understand the disproportionate impact that a drastic increase in gas price might have on a major city and region. We seek to increase our understanding of resiliency, vulnerability, and transportation affordability issues by asking what would happen if the cost of driving suddenly doubled or tripled. Who is better off and why? How much difference does being near downtown or jobs make? What matters in terms of transit infrastructure? How much of a role do current travel behaviors play? The first part of the report examines a regional impact of a drastic fuel price increase. Using a multinomial logistic regression mode choice model developed with major travel surveys conducted for the Denver Metropolitan region in 1997 and 2008 – a time period over which gas prices more than tripled – the authors derive resiliency scenarios of driving cost increases of 1.5X, 2X, and 3X. The second part of the report focuses on city-scale resiliency by accounting for active transportation infrastructure in a detailed manner not feasible at the regional scale. The third part of this report develops a Transportation Economic Resilience (TER) rating system to help researchers, planners, and policy makers better understand resiliency and vulnerability across different geographical areas. The results of this report illustrate that transportation choice helps create network redundancy and facilitates adaptability under extreme conditions. KW - Commuting KW - Costs KW - Denver (Colorado) KW - Gasoline KW - Light rail transit KW - Logistic regression analysis KW - Mode choice KW - Prices KW - Travel behavior KW - Travel surveys KW - Work trips UR - http://www.mountain-plains.org/pubs/pdf/MPC15-279.pdf UR - http://www.ugpti.org/resources/reports/downloads/mpc15-279-brief.pdf UR - https://trid.trb.org/view/1345513 ER - TY - RPRT AN - 01608599 AU - New Mexico Department of Transportation AU - Federal Highway Administration TI - New Mexico DOT Transportation Asset Management Implementation Plan PY - 2015/02/23/Final Plan SP - 32p AB - The mission of the New Mexico Department of Transportation (NMDOT) is to provide a safe and efficient transportation system for the traveling public, while promoting economic development and preserving the environment of New Mexico. To further this mission, NMDOT is committed to integrating a risk-based asset management approach into its business practices, the primary objective being to improve the management of its transportation assets over time, increase transparency in agency decision-making, and promote accountability with New Mexico taxpayers. Of critical importance, the approach will allow the department to transition to policy-driven management strategies that clearly define what assets need to be improved, timeframes for effective improvement, and realistic priorities for the department given available resources. In support of the improvement process, NMDOT conducted a transportation asset management (TAM) gap assessment for highway assets as part of a Federal Highway Administration (FHWA) project. The FHWA is assisting 10 state DOTs with this type of assessment. NMDOT’s objectives for the assessment were to compare current practices with state-of-the-art best practices used in other states, identify and prioritize gaps in these practices, and define a set of activities to address the most significant gaps. This report documents the results of the gap assessment and provides guidance for implementation. NMDOT manages a wide range of assets to meet the public’s transportation needs. However, as an initial step, this implementation plan focuses only on NMDOT’s bridges and pavements. KW - Asset management KW - Best practices KW - Bridges KW - Evaluation and assessment KW - Implementation KW - New Mexico Department of Transportation KW - Pavements KW - Risk management KW - Transportation planning UR - http://www.fhwa.dot.gov/asset/gap/nmgap.pdf UR - https://trid.trb.org/view/1416913 ER - TY - ABST AN - 01560695 TI - Base Funding for the North Central Superpave Center AB - This pooled fund project will provide for continued operation of the North Central Superpave Center (NCSC) to assist agencies and industry with Superpave implementation and hot mix asphalt issues. The NCSC will provide technical assistance, training, communication, and research and development work to meet the needs of the region. KW - Financing KW - Hot mix asphalt KW - Implementation KW - North Central Region KW - Superpave KW - Technical assistance KW - Training UR - http://www.pooledfund.org/Details/Study/569 UR - https://trid.trb.org/view/1351258 ER - TY - RPRT AN - 01603523 AU - Fang, Howie AU - Gutowski, Matthew AU - Palta, Emre AU - Kuvilla, Daniil AU - Baker, Ryan AU - Li, Ning AU - University of North Carolina, Charlotte AU - North Carolina Department of Transportation AU - Federal Highway Administration TI - Performance Evaluation of 29-inch and 31-inch W-beam Guardrails on Six-lane, 46-foot Median Divided Freeways PY - 2015/02/18/Final Report SP - 141p AB - This report summarizes the research efforts of using finite element modeling and simulations to evaluate the performance of single-faced and double-faced North Carolina Department of Transportation (NCDOT) W-beam guardrails for different heights under Manual for Assessing Safety Hardware (MASH) Test Level 3 (TL-3) impact conditions. A literature review is included on performance evaluation of W-beam guardrails as well as applications of finite element modeling and simulations in roadside safety research. The modeling and simulation work was conducted on fourteen single-faced and double-faced NCDOT W-beam guardrails (with placement heights of 29 and 31 inches) placed along a six-lane 46-foot median divided highway with 2.5H:1V and 4H:1V slopes. The single-faced guardrails were also evaluated with a horizontal median curvature of three degrees and the double-faced guardrails were also modeled and evaluated with a lower backside rail. The guardrails with 29- and 31- inch placement heights were impacted by a 1996 Dodge Neon and a 2006 Ford F250 at 62 mph (100 km/hour) and an impact angle of 25°. Two additional Dodge Neon simulations, one at each guardrail height (i.e., 29 and 31 inches), evaluated the single-faced guardrail without horizontal curvature with an impact speed of 70 mph (112.6 km/hour). The guardrails performance was determined by evaluating the vehicular responses based on MASH exit-box criterion, MASH evaluation criterion F, exit angles, yaw, pitch, and roll angles, transverse displacements, and transverse velocities. The simulation results demonstrated the effectiveness of the 29- and 31-inch single-faced and double-faced guardrails placed on a median divided freeway under MASH TL-3 impact conditions. Under small angle vehicular impacts (i.e., 25°), the guardrails with 29- and 31-inch placement heights were shown to be effective at retaining the impact vehicle but exhibited a high likelihood for tire snagging and vehicle spin-out. Finite element modeling and simulations were shown to be both effective and efficient and can be used to study crash scenarios that are difficult and/or extremely expensive to conduct with physical crash testing. KW - AASHTO Manual for Assessing Safety Hardware KW - Divided highways KW - Finite element method KW - Guardrails KW - Highway safety KW - Impact tests KW - Literature reviews KW - North Carolina KW - Performance measurement KW - Simulation UR - https://connect.ncdot.gov/projects/planning/RNAProjDocs/2014-14FinalReport.pdf UR - https://trid.trb.org/view/1409557 ER - TY - RPRT AN - 01556728 AU - Department of Transportation TI - FHWA Effectively Oversees Bridge Safety, but Opportunities Exist to Enhance Guidance and Address National Risks PY - 2015/02/18/Audit Report SP - 18p AB - The former Ranking Member of the House Committee on Transportation and Infrastructure requested that the Office of Inspector General (OIG) assess the Federal Highway Administration's (FHWA’s) efforts to improve bridge safety. OIG undertook two audits to address this request. The first audit assessed FHWA’s implementation of bridge provisions in the Moving Ahead for Progress in the 21st Century Act and prior open OIG recommendations. For this second audit, the objectives were to assess whether (1) FHWA Division Offices are effectively using a data-driven, risk-based approach to oversee States’ bridge inspection programs and (2) FHWA Headquarters is identifying and addressing high-priority risks to bridge safety at the national level. OIG conducted this review in accordance with generally accepted Government auditing standards. To perform the work, OIG reviewed laws, regulations, and guidance pertaining to FHWA’s oversight of the National Bridge Inspection Standards (NBIS) and interviewed Federal and State officials. OIG also visited FHWA Division Offices and State departments of transportation (State DOT) in a statistical sample of six states: California, Florida, Mississippi, Oklahoma, Pennsylvania, and Wisconsin. KW - Highway bridges KW - Inspection KW - National Bridge Inspection Standards KW - Policy, legislation and regulation KW - Risk management KW - Safety KW - Standards KW - State departments of transportation KW - U.S. Federal Highway Administration UR - https://www.oig.dot.gov/sites/default/files/Bridge%20II%20Final_feb%2018.pdf UR - https://trid.trb.org/view/1345485 ER - TY - RPRT AN - 01619075 AU - Schlickman, Stephen E AU - University of Illinois, Chicago AU - National University Rail Center (NURail) AU - Office of the Assistant Secretary for Research and Technology TI - Transit Value Capture Coordination: Case Studies, Best Practices, and Recommendations PY - 2015/02/17/Final Report SP - 21p AB - This study is based on the hypothesis that coordination between transit capital planners, municipal taxation authorities, and private developers and stakeholders can be a benefit to transit capital projects that choose to use value capture as a funding mechanism. Value capture is the means by which the increase in property or other values is tied to investments in infrastructure and other amenities and, through taxation or other agreements beneficiaries of the increase in property value help fund the improvements. The research team engaged in case studies of projects in Chicago, New York, San Francisco and Washington D.C. to observe how coordination between the relevant parties is conducted and, from the information gathered, a series of conclusions, best practices and recommendations were compiled. It is the conclusion of this study that in order for coordination of value capture mechanisms to be effective there must be a focus on both ingrained staff knowledge in the public sector as well as unique organizational attributes in the municipal and transit organizations that interface with private developers. KW - Best practices KW - Case studies KW - Chicago (Illinois) KW - Coordination KW - Financing KW - New York (New York) KW - Public transit KW - Recommendations KW - San Francisco (California) KW - Stakeholders KW - Value capture KW - Washington (District of Columbia) UR - http://ntl.bts.gov/lib/60000/60200/60282/NURail2012-UIC-R08_Final_Report_Transit_Value_Capture_Coordination_Case_Studies.pdf UR - https://trid.trb.org/view/1436228 ER - TY - RPRT AN - 01566734 AU - Sullivan, Jim AU - Lu, George AU - Troy, Austin AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Spatial Analysis of Intersection Bicycle and Pedestrian Counts PY - 2015/02/05 SP - 27p AB - Encouraging travelers to walk and bike in lieu of motorized modes of travel benefits both the traveler and the community at large. Maximizing these system benefits is critically important for the state and municipalities, especially when funding for transportation is scarce. In order to make better funding decisions for non-motorized transportation infrastructure, it is first necessary to understand comprehensively the current walking and biking behavior of a region’s inhabitants. This study investigates the linkage between non-motorized traffic volumes and the built environment by focusing on a larger set of road intersection-based counts of the PM-peak hours. The dearth of effective methods to address the spatial dependencies present in these comprehensive data sets motivated this geospatial study to determine (a) whether spatial dependency exists for non-motorized traffic volumes, and (b) whether a significant spatial relationship could be identified between non-motorized traffic volumes and specific built-environment characteristics once the spatial dependency was accounted for. Addressing this nonrandom factor in spatial based counts is an essential step to attaining a robust understanding of bicycle and pedestrian travel throughout a region. KW - Bicycle counts KW - Bicycle travel KW - Bicycling KW - Built environment KW - Geospatial analysis KW - Infrastructure KW - Intersections KW - Nonmotorized transportation KW - Peak hour traffic KW - Pedestrian counts KW - Pedestrian traffic KW - Vermont KW - Walking UR - http://www.uvm.edu/~transctr/research/trc_reports/UVM-TRC-13-013.pdf UR - https://trid.trb.org/view/1356472 ER - TY - RPRT AN - 01566732 AU - Sullivan, Jim AU - Dowds, Jonathan AU - Aultman-Hall, Lisa AU - University of Vermont, Burlington AU - Research and Innovative Technology Administration TI - Regional Models of Bicycle and Pedestrian Travel in Chittenden County, Vermont PY - 2015/02/05 SP - 55p AB - Encouraging travelers to walk and bicycle in lieu of motorized modes of travel benefits both the traveler and the community at large. In order to make better funding decisions for non-motorized transportation infrastructure, it is first necessary to understand comprehensively the walking and bicycling behavior of a region’s inhabitants. A comprehensive understanding of non-motorized travel behavior requires an understanding of its relationship to the built environment. The Bureau of Transportation Statistics (BTS) has identified the systematic, methodologically consistent collection of non-motorized travel data, including estimation of annual average daily bicycle and pedestrian volume (AADBPV) and total bicycle and pedestrian miles of travel (BPMT), as a priority for improving infrastructure and safety analysis (BTS, 2000). The overall objective of this project is to advance these non-motorized travel data methods and procedures focusing on a study area in Chittenden County (Burlington) Vermont. The first results of this study examined the hourly distributions of non-motorized traffic data along shared-use paths in Chittenden County, Vermont and investigated the probable linkage between daily totals, hourly distribution signatures, and surrounding land use. The goal was to pursue more robust data collection and methods to generate county-wide shared-use path BPMT. Subsequent analysis focused on estimating county-wide BPMT with the existing shared-use path counts as well as new count data on roads. The authors proceeded to fill data gaps using video data collection which is described in detail and to test a variety of link-classification methods and temporal-aggregation methods for calculating total BPMTs based on sources of data collected from throughout the study area. The outcome of the project is 16 separate annualized BPMT estimates for Chittenden County, Vermont calculated using the Traffic Monitoring Guide standard AADT calculation methodology (FHWA, 2001). These count-based BPMT estimates are compared to a survey-based BPMT estimate calculated from the 2009 National Household Travel Survey (NHTS) (FHWA, 2009). The total BPMT in Chittenden County from the NHTS was calculated to be 31.3 million miles per year. KW - Bicycle counts KW - Bicycle travel KW - Bicycling KW - Built environment KW - Chittenden County (Vermont) KW - Data collection KW - Infrastructure KW - National Household Travel Survey KW - Nonmotorized transportation KW - Pedestrian counts KW - Pedestrian traffic KW - Regional analysis KW - Walking UR - http://www.uvm.edu/~transctr/research/trc_reports/UVM-TRC-13-014.pdf UR - https://trid.trb.org/view/1356473 ER - TY - RPRT AN - 01605731 AU - Pierce, B AU - Zimmer, R AU - Battelle AU - Federal Highway Administration AU - Federal Transit Administration TI - Transit Bus Stop Pedestrian Warning Application: Concept of Operations PY - 2015/02/04/Final Report SP - 137p AB - This document describes the Concept of Operations (ConOps) for the Transit Bus Stop Pedestrian Warning (TSPW) application. The ConOps describes the current state of operations with respect to the integration of connected vehicle technology in transit vehicles and at transit stops, establishes the reasons for change, and describes the TSPW application in terms of its features and operations. KW - Bus stops KW - Mobile communication systems KW - Pedestrian detectors KW - Pedestrian safety KW - Pedestrians KW - Public transit KW - Transit safety KW - Warning systems UR - http://ntl.bts.gov/lib/59000/59100/59194/FHWA-JPO-16-332.pdf UR - https://trid.trb.org/view/1415766 ER - TY - RPRT AN - 01588714 AU - Federal Highway Administration TI - Building Climate Resilient Transportation PY - 2015/02/04 SP - 3p AB - State and regional transportation agencies across the country are facing extreme weather events that damage roads and bridges and cost large sums to repair, not to mention the cost to the economy from disrupted travel. Extreme weather events—including heat waves, drought, tropical storms, high winds, storm surges and heavy downpours—are becoming more frequent and severe as the climate changes. This document looks at how States are using the Federal Highway Administration's (FHWA's) vulnerability assessment framework to build climate resilience. KW - Climate change KW - Risk assessment KW - State departments of transportation KW - Transportation planning KW - U.S. Federal Highway Administration KW - Weather and climate UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/publications_and_tools/bcrt_brochure.pdf UR - https://trid.trb.org/view/1395304 ER - TY - RPRT AN - 01571973 AU - Ballestero, Thomas P AU - Houle, James AU - University of New Hampshire, Durham AU - New Hampshire Department of Transportation AU - Federal Highway Administration TI - Design and Maintenance of Subsurface Gravel Wetlands PY - 2015/02/04/Final Report SP - 47p AB - This report summarizes the University of New Hampshire Stormwater Center (UNHSC) evaluation of a review of Subsurface Gravel Wetlands design and specifications used by the New Hampshire Department of Transportation (NHDOT or Department). Subsurface Gravel Wetlands (SGW) are a stormwater management system that provides nutrient reduction by allowing runoff to flow through a buried horizontal layer of gravel which allows anaerobic microbial treatment of surface runoff. UNHSC evaluated the Department’s SGW design parameters for the application of SGWs on linear projects (i.e., roadways) including: underdrain systems for seasonally-high groundwater (SHGW); forebays; multiple inlets; low-flow conveyance and orifices; and leaching chambers (hydraulic inlets). Results of the cost assessment indicates potential construction savings greater than $5,000 per contributing impervious acre. KW - Costs KW - Design KW - Gravel KW - Maintenance KW - Runoff KW - Specifications KW - Subdrains KW - Wetlands UR - http://www.nh.gov/dot/org/projectdevelopment/materials/research/projects/documents/15680W-FINALREPORT.pdf UR - https://trid.trb.org/view/1363115 ER - TY - RPRT AN - 01556726 AU - Tung, Leonard J AU - Florida State University, Tallahassee AU - Florida Department of Transportation AU - Federal Highway Administration TI - Development of Automated Testing Tools for Traffic Control Signals and Devices (NTCIP and Security) Phase 2 PY - 2015/02/02/Final Report SP - 18p AB - Through a coordinated effort among the electrical engineering research team of the Florida State University (FSU) and key Florida Department of Transportation (FDOT) personnel, a National Transportation Communications for Intelligent Transportation System Protocol (NTCIP)-based automated testing system for NTCIP-compliant actuated signal controller (ASC) has been developed and constructed. The testing system developed consists of the following: (1) A laptop running Window 7 operating system with proper ports and software, (2) A total of 20 NTCIP-based automated testing programs covering all the functionalities of an NTCIP-compliant ASC, (3) An executable C# Windows Console application to execute all the automated testing programs:NTCIP_TEST2.exe, and (4) A user manual for the NTCIP-based automated ASC testing system. In the area of security for traffic control systems, extensive literature search has been conducted. A set of guidelines detailing the Best Practices for the Security of Traffic Control Systems has been developed. KW - Actuated traffic signal controllers KW - Automatic test equipment KW - Best practices KW - Computer program documentation KW - Literature reviews KW - National Transportation Communications for Intelligent Transportation Systems Protocol KW - Security KW - Traffic control devices UR - http://www.fdot.gov/research/Completed_Proj/Summary_TE/FDOT-BDV30-977-05-rpt.pdf UR - https://trid.trb.org/view/1345500 ER - TY - RPRT AN - 01613764 AU - Garvey, Philip M AU - Klena, M Jennifer AU - Eie, Wei-Yin AU - Meeker, Donald AU - Pietrucha, Martin T AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - Maryland Department of Transportation AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - The Legibility of the Clearview Typeface System versus Standard Highway Alphabets on Negative- and Positive-Contract Signs PY - 2015/02/01/Final Report SP - 66p AB - The main objective of this research was to compare the legibility distance of the negative-contrast (i.e., darker letters on a lighter background) Clearview Typeface System with that of comparable Standard Highway Alphabets on black-on-white signs in the daytime and nighttime for older and younger motorists. Mixed-case Clearview was compared to both mixed and all-uppercase Standard Highway Alphabets Series C, D, and E. (Mixed-case words have an initial capital letter followed by all lower-case letters. All uppercase words are the standard condition of regulatory, warning, and work zone signs.) These typefaces were selected for study, as they are the most commonly used typefaces in negative-contrast applications. In addition, the researchers at the Thomas D. Larson Pennsylvania Transportation Institute at Penn State evaluated the effects of inter-letter spacing and letter height on the legibility distance of mixed-case Clearview 2-B, 3-B, and 4-B. A small set of white-on-green (positive contrast) signs were displayed as well, comparing Clearview Typefaces 2-W, 3-W, and 4-W with Standard Highway Alphabet Series C, D, and E, all in mixed-case. This research was planned as Part 1 of a three-part study effort into the readability of negative-contrast highway signs. Part 1 would identify the relative legibility of various typefaces and mixed versus all uppercase words. Part 2 would address recognition, or the understanding of messages, using various typefaces in both uppercase and mixed case. Part 3 would address figure/field and format to learn how display variables may enhance sign readability. KW - Age groups KW - Contrast KW - Drivers KW - Evaluation KW - Legibility KW - Lettering KW - Periods of the day KW - Traffic signs UR - http://www.mautc.psu.edu/docs/PSU-2013-02.pdf UR - https://trid.trb.org/view/1424179 ER - TY - RPRT AN - 01557282 AU - Garvey, Philip M AU - Klena, M Jennifer AU - Eie, Wei-Yin AU - Meeker, Donald AU - Pietrucha, Martin T AU - Pennsylvania State University, University Park AU - Mid-Atlantic Universities Transportation Center AU - Maryland Department of Transportation AU - Michigan Department of Transportation AU - Research and Innovative Technology Administration TI - The Legibility of the Clearview Typeface System versus Standard Highway Alphabets on Negative- and Positive-Contrast Signs PY - 2015/02/01/Final Report SP - 66p AB - The main objective of this research was to compare the legibility distance of the negative-contrast (i.e., darker letters on a lighter background) Clearview Typeface System with that of comparable Standard Highway Alphabets on black-on-white signs in the daytime and nighttime for older and younger motorists. Mixed-case Clearview was compared to both mixed and all-uppercase Standard Highway Alphabets Series C, D, and E. (Mixed-case words have an initial capital letter followed by all lower-case letters. All uppercase words are the standard condition of regulatory, warning, and work zone signs.) These typefaces were selected for study, as they are the most commonly used typefaces in negative-contrast applications. In addition, the researchers at the Thomas D. Larson Pennsylvania Transportation Institute at Penn State evaluated the effects of inter-letter spacing and letter height on the legibility distance of mixed-case Clearview 2-B, 3-B, and 4-B. A small set of white-on-green (positive contrast) signs were displayed as well, comparing Clearview Typefaces 2-W, 3-W, and 4-W with Standard Highway Alphabet Series C, D, and E, all in mixed-case. This research was planned as Part 1 of a three-part study effort into the readability of negative-contrast highway signs. Part 1 would identify the relative legibility of various typefaces and mixed versus all uppercase words. Part 2 would address recognition, or the understanding of messages, using various typefaces in both uppercase and mixed case. Part 3 would address figure/field and format to learn how display variables may enhance sign readability. KW - Age groups KW - Clearview KW - Contrast KW - Drivers KW - Legibility KW - Lettering KW - Periods of the day KW - Traffic signs UR - http://www.mautc.psu.edu/docs/PSU-2013-02.pdf UR - https://trid.trb.org/view/1346369 ER - TY - RPRT AN - 01613815 AU - Head, Monique AU - Ashby-Bey, Ebony AU - Edmonds, Kyle AU - Efe, Steve AU - Grose, Siafa AU - Mason, Isaac AU - Morgan State University AU - Mid-Atlantic Universities Transportation Center AU - Maryland State Highway Administration AU - Research and Innovative Technology Administration TI - Stainless Steel Prestressing Strands and Bars for Use in Prestressed Concrete Girders and Slabs PY - 2015/02//Final Report SP - 53p AB - Corrosion decay on structures has continued to be a challenge in the scientific and engineering communities, where significant federal and state funds have been spent towards replacement or rehabilitation of bridges that were damaged by corrosion deterioration. In Maryland, a great portion of its yearly bridge funding allocation is spent on performing repairs and rehabilitations on its aging bridge inventory. In an effort to turn this trend around, the State Highway Administration (SHA) has tried to monitor problematic design practices and adjust present designs to avoid future maintenance issues. One area that has been particularly problematic for SHA is the deterioration of prestressed steel strands in prestressed concrete beams and girders. In fact, in recent years, SHA has had to perform emergency span replacements on two different bridges because the strands had deteriorated to such an extent that these spans posed serious safety concerns. One tactic SHA has used to remedy this issue has been to increase the concrete cover requirements beyond code requirements to help prevent the onset of deterioration. This will help, but comes at a price. The strands are less effective and more strands are often required. Therefore, this research consists of gathering and synthesizing information on how others have addressed this issue, especially as it relates to the deployment of other materials such as stainless steel prestressing strands that can be used in prestressed concrete girders and slabs given their inherent properties to provide durable corrosion protection and prevention of premature spalling or corrosion-induced cracking. To assess the use of stainless steel and other materials, a survey was conducted and disseminated to contractors, personnel at various departments of transportation, and construction industry personnel. This study presents a summary of various projects that have used corrosion- resistant rebar (CRR), a summary of what other states are doing to address this issue, and results from the survey to address how various states are addressing the issue of corrosion decay on structures. KW - Best practices KW - Bridge decks KW - Corrosion resistance KW - Girders KW - Life cycle analysis KW - Maryland KW - Prestressed concrete KW - Reinforcing bars KW - Stainless steel KW - States KW - Surveys UR - http://www.mautc.psu.edu/docs/MSU-2013-02.pdf UR - https://trid.trb.org/view/1424170 ER - TY - RPRT AN - 01603673 AU - National Highway Traffic Safety Administration TI - Digest of Impaired Driving and Selected Beverage Control Laws. Twenty-Eighth Edition. Current as of December 21, 2013. PY - 2015/02//28th Edition SP - 529p AB - This digest reports the status of State laws concerned with impaired driving offenses and alcoholic beverage control for all 50 States, the District of Columbia, and Puerto Rico. It is designed to be an easily accessible reference to all States’ current laws on alcohol and other issues related to impaired driving. The digest contains a selection of the most important laws pertaining to impaired driving. Each State entry includes: Basis for a DWI Offense; Chemical Breath Tests for Alcohol Concentration; Adjudication of Driving While Intoxicated (DWI) Charges; Sanctions; Administrative Licensing Actions; Ignition Interlock; Sobriety Checkpoints; Other Criminal Actions Related to DWI; DWI Offenses and Commercial Motor Vehicles; Driving While License Suspended or Revoked Where the Basis Was a DWI Offense; Minimum Age Alcohol Laws; Dram Shop Laws and Related Actions; Open Container Laws; and others. KW - Adjudication KW - Alcohol breath tests KW - Alcohol ignition interlock devices KW - Commercial drivers KW - Drinking establishments KW - Drunk drivers KW - Drunk driving KW - Legal drinking age KW - Sanctions KW - Sobriety checkpoints KW - State laws KW - United States UR - http://www.nhtsa.gov/staticfiles/nti/pdf/812119-2013ImpairedDrivingDigest.pdf UR - https://trid.trb.org/view/1409638 ER - TY - RPRT AN - 01603654 AU - Research and Innovative Technology Administration AU - Department of Commerce TI - 2012 Economic Census. Transportation. 2012 Commodity Flow Survey. Hazardous Materials PY - 2015/02 SP - 119p AB - The Commodity Flow Survey (CFS) is a joint effort by the Bureau of Transportation Statistics (BTS) and the U.S. Census Bureau, U.S. Department of Commerce. The survey is the primary source of national and state-level data on domestic freight shipments by establishments in mining, manufacturing, wholesale, auxiliaries, and selected retail and services trade industries located in the 50 states and the District of Columbia. Data are provided on the type, origin and destination, value, weight, modes of transportation, distance shipped, and ton-miles of commodities shipped. The U.S. Department of Transportation defines hazardous materials as belonging to one of nine hazard classes: Class 1—Explosives, Class 2—Gases, Class 3—Flammable Liquids, Class 4—Flammable Solids, Class 5—Oxidizing Substances and Organic Peroxides, Class 6—Toxic Substances and Infectious Substances, Class 7—Radioactive Materials, Class 8—Corrosive Substances, Class 9—Miscellaneous Hazardous Materials. As part of the shipment characteristics collected in the 2012 CFS, respondents were asked to provide the four-digit United Nations (UN) or North American (NA) identification number. For the 2012 CFS data, the UN/NA codes were used to: (1) identify the shipment as hazardous material, and (2) assign the shipment to one of the nine hazardous material classes for purposes of producing summary tabulations. KW - Commodity flow KW - Distance KW - Freight transportation KW - Hazardous materials KW - Industries KW - Origin and destination KW - Shipments KW - Surveys KW - Ton miles KW - Transportation modes KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/ec12tcf-us-hm.pdf UR - https://trid.trb.org/view/1412911 ER - TY - RPRT AN - 01603649 AU - Research and Innovative Technology Administration AU - Department of Commerce TI - 2012 Economic Census. Transportation. 2012 Commodity Flow Survey PY - 2015/02 SP - 327p AB - The Commodity Flow Survey (CFS) is a joint effort by the Bureau of Transportation Statistics (BTS) and the U.S. Census Bureau, U.S. Department of Commerce. The survey is the primary source of national and state-level data on domestic freight shipments by establishments in mining, manufacturing, wholesale, auxiliaries, and selected retail and services trade industries located in the 50 states and the District of Columbia. Data are provided on the type, origin and destination, value, weight, modes of transportation, distance shipped, and ton-miles of commodities shipped. The CFS is conducted every 5 years as part of the economic census. It provides a modal picture of national freight flows and represents the only publicly available source of commodity flow data for the highway mode. The CFS was conducted in 1993, 1997, 2002, 2007, and most recently in 2012. The CFS assesses the demand for transportation facilities and services, energy use, and safety risk and environmental concerns. CFS data are used by policy makers and transportation planners in various federal, state, and local agencies. Additionally, business owners, private researchers, and analysts use the CFS data for analyzing trends in the movement of goods, mapping spatial patterns of commodity and vehicle flows, forecasting demands for the movement of goods, and determining needs for associated infrastructure and equipment. KW - Commodity flow KW - Distance KW - Freight transportation KW - Industries KW - Origin and destination KW - Shipments KW - Surveys KW - Ton miles KW - Transportation modes KW - United States UR - http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/ec12tcf-us.pdf UR - https://trid.trb.org/view/1412909 ER - TY - RPRT AN - 01603582 AU - Hanna, Awad AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Wisconsin Department of Transportation AU - Research and Innovative Technology Administration TI - WisDOT Geotechnical Manual Development PY - 2015/02//Final Report SP - 17p AB - The Wisconsin Department of Transportation (WisDOT) currently has a Soils Manual and a Geotechnical Bulletin that provides some guidance to Regional staff and consulting engineering firms on departmental policy and procedures. However, these two publications are outdated and need to be completely rewritten. There have been countless changes in technology, analytical procedures, and exploration guidelines since the drafting of the existing documents and they currently have little, if any value in their present form. Geotechnical engineering is one of the most complex fields of civil engineering and it is critical that an up to date manual be available to provide direction and technical guidance to new staff. In addition, increasing amounts of geotechnical work is being performed by engineering consulting firms. A reliable, up to date Geotechnical Manual (GM) is needed to ensure consistency and uniformity in the geotechnical work being performed statewide by non-WisDOT engineers. Such a manual is not intended to be a text book or a substitution for sound geotechnical engineering training, but rather an accumulation of current WisDOT policies, practices and procedures. Its purpose and content is to be very similar to the other essential WisDOT manuals, (e.g. the Facilities Development Manual, Construction and Materials Manual and Bridge Manual), and the GM needs to be coordinated and crossed-referenced with them. KW - Geotechnical engineering KW - Guidelines KW - Manuals KW - Research reports KW - Wisconsin Department of Transportation UR - http://www.wistrans.org/cfire/documents/CFIRE_0322_FinalReport.pdf UR - https://trid.trb.org/view/1410173 ER - TY - RPRT AN - 01599291 AU - Randolph, Shapell AU - Federal Transit Administration TI - 2013 Statistical Summaries – FTA Grant Assistance Programs PY - 2015/02 SP - 187p AB - The 2013 Statistical Summaries report provides information about the Federal Transit Administration’s (FTA) major financial aid programs for Federal Fiscal Year (FY) 2013. FY 2013 was the first year that FTA incorporated 2010 Census data into its formula apportionments. In this report, obligations (beginning with FY 2013) are reported according to the urbanized area (UZA) code used to obligate the funds. The Statistical Summaries report is organized into three main sections. The first section includes appropriations and budget authorities. This is followed by detailed obligation data for the current fiscal year. The final section includes summarized historical data. The report covers the following programs: Urbanized Area Formula, Non-urbanized Area Formula, Rural Transit Assistance Program, Special Needs for Elderly Individuals and Individuals with Disabilities, Capital, Paul S. Sarbanes Transit in Parks Program, Alternative Analysis, Interstate Substitution, Job Access and Reverse Commute, New Freedom, Over-the-Road Bus, Clean Fuels, Metropolitan Transportation Planning, Statewide Transportation Planning, Consolidated Planning Grants, Emergency Supplemental funding, and State Infrastructure Banks. The data used in this report are compiled from the capital, operating, and planning assistance grants to transit authorities, states, planning agencies, and other units of local government and eligible recipients. KW - Appropriations KW - Government funding KW - Grant aid KW - Public transit KW - States KW - Statistics KW - U.S. Federal Transit Administration UR - https://www.transit.dot.gov/sites/fta.dot.gov/files/docs/FTA_Report_No._0087.pdf UR - https://trid.trb.org/view/1406943 ER - TY - RPRT AN - 01597250 AU - Federal Highway Administration TI - Incorporating Travel-Time Reliability into the Congestion Management Process: An Informational Brief PY - 2015/02 SP - 4p AB - This informational brief addresses the following questions: What is travel-time reliability? Why does reliability matter? Why should reliability be incorporated into congestion management plans (CMPs)? Examples of some regions that have begun to address travel time reliability in their CMPs are highlighted. Also discussed are performance measures for travel-time reliability. Steps are presented for metropolitan planning organization staff who would like to incorporate travel-time reliability into their CMPs. Resources are listed which provide guidance for incorporating travel-time reliability into CMPs. KW - Congestion management systems KW - Metropolitan planning organizations KW - Nonrecurrent congestion KW - Performance measurement KW - Traffic congestion KW - Travel time reliability UR - http://www.ops.fhwa.dot.gov/publications/fhwahop14035/fhwahop14035.pdf UR - https://trid.trb.org/view/1401543 ER - TY - RPRT AN - 01597248 AU - Von Quintus, Harold AU - Mergenmeier, Andy AU - Applied Research Associates, Incorporated AU - Federal Highway Administration TI - Case Study: Kentucky Transportation Cabinet's High Friction Surface Treatment and Field Installation Program PY - 2015/02 SP - 32p AB - Roadway departure fatalities account for approximately 65 percent of all fatalities in Kentucky. One of the methods the Kentucky Transportation Cabinet (KYTC) identified to meet the roadway departure goal was the application of high friction surface treatments (HFSTs). HFST provides a durable and long-lasting solution to specific and defined roadway locations where a contributing factor in crashes is that the roadway friction demand exceeds the available pavement surface friction. This document provides an overview of Kentucky’s efforts to establish an HFST program for reducing roadway crashes and fatalities as well as the State’s standards, guidance, and specifications for using this safety treatment strategy as a practice to reduce roadway departures at select road sections. It also identifies and discusses the various elements to consider when selecting candidate roadway segments for placing HFSTs and lists some of the important insights and lessons learned from the Kentucky program. KW - Accident countermeasure KW - Case studies KW - Friction KW - High friction surface treatments KW - Highway safety KW - Kentucky KW - Ran off road crashes KW - Surface course (Pavements) UR - http://safety.fhwa.dot.gov/roadway_dept/pavement_friction/case_studies_noteworthy_prac/kytc/ky_hfst_15_038.pdf UR - https://trid.trb.org/view/1401799 ER - TY - RPRT AN - 01596782 AU - Roalkvam, Carol Lee AU - Washington State Department of Transportation AU - Federal Highway Administration TI - Creating a Resilient Transportation Network in Skagit County: Using Flood Studies to Inform Transportation Asset Management PY - 2015/02//Final Report SP - 52p AB - This report presents the results of a Climate Resilience Pilot Project conducted by Washington State Department of Transportation (WSDOT) and sponsored in part by the Federal Highway Administration (FHWA). WSDOT received a grant from FHWA to develop options for improving the resiliency of transportation facilities or systems to climate changes and/or extreme weather events. The pilot project set out to meet FHWA’s goal of helping further the state of the practice in applying vulnerability assessment results into decision making. This study builds on WSDOT's earlier pilot by examining adaptation options in an area of the state previously identified as highly vulnerable: the Skagit River Basin (Basin). WSDOT chose this Basin because it is the focus of a major flood study by the U.S. Army Corps of Engineers (Corps). WSDOT knew important decisions about how and where to invest in levees and other flood risk reduction projects were being actively evaluated by the Corps and the local sponsor, Skagit County. WSDOT also knew that state transportation assets were likely to be affected but were not the focus of their study. WSDOT’s pilot presented the opportunity to actively engage with the flood study and search for compatible long-term solutions that create a more resilient transportation system throughout the Basin. WSDOT’s pilot shows transportation planners and asset managers how to leverage a federal flood study, like the Corps’ Skagit River Flood Risk Management General Investigation Study (GI study), to improve the resiliency of the highways. The pilot demonstrates how WSDOT’s Vulnerability Assessment results, used in combination with federal flood study data, can reaffirm known vulnerabilities and reveal other vulnerable assets. The pilot identifies adaptation strategies for the Basin and highlights future partnership opportunities with the Corps and local governments. This report includes a series of recommendations and lessons learned that will help other DOTs and regional transportation planning entities reach across jurisdictions and sectors to create integrated asset management strategies. KW - Asset management KW - Climate change KW - Floods KW - Recommendations KW - Risk assessment KW - Skagit River (Washington) KW - Transportation planning KW - Washington State Department of Transportation KW - Weather and climate UR - http://www.fhwa.dot.gov/environment/climate_change/adaptation/resilience_pilots/2013-2015_pilots/washington/skagitriverreport.pdf UR - https://trid.trb.org/view/1403123 ER - TY - ABST AN - 01592632 TI - SmartPark: Real-time Parking Availability, Phase II AB - The objective of this project is to demonstrate a technology for providing real-time information on truck parking availability to truckers on the road. The SmartPark program was prompted by a 2000 National Transportation Safety Board recommendation that the Federal Motor Carrier Safety Administration (FMCSA) create a guide to inform truck drivers about locations and availability of parking. A 2002 study on the adequacy of truck parking by the Federal Highway Administration recommended using Intelligent Transportation Systems (ITS) to provide truckers with real-time information on the location and availability of parking spaces. In 2005, the John A. Volpe National Transportation Systems Center completed a study entitled "ITS and Truck Parking" for FMCSA. FMCSA completed Phase I by field testing a technology, namely, combined Doppler radar and laser scanning/light curtain. The test results from the contractor (independently verified and validated by Volpe) showed that the technology meets three necessary performance requirements. Therefore, a decision was made to proceed to Phase II. Phase II covers information dissemination, reservations, maximization of space, gathering of historical data to make forecasts of availability, and self-sustainability. Phase II of the SmartPark field operations test (FOT) is to take place at mile markers (MM) 23 and 45 northbound on I-75 in Tennessee. MM 23 is approximately 20 miles north of Chattanooga and MM 45 is halfway between Chattanooga and Knoxville. At both MM 23 and MM 45, there is truck parking. For each of the two truck parking areas, there are two variable message signs providing notice of truck parking availability (available, limited, or full) for a total of four signs. For each truck parking area, one sign is at 1 mile upstream of the truck parking area, and another sign is about 400 feet upstream of the truck parking area. At each of the truck parking areas, there are five spaces that can be reserved on a first-come, first-served basis. In the 6 months of field testing, FMCSA will be demonstrating and gathering data on the feasibility of the truck parking reservation system, historical utilization of truck parking spaces, and the viability of linking the two truck parking areas together (i.e., are truckers diverted by the variable message signs if one area is filled and the other is not?). A final report for Phase I showing the feasibility of a commercially-available technology (Doppler radar and laser scanning/light curtain) for accurately and reliably determining truck parking space occupancy was accepted in June 2013. The 6-month FOT final report will show whether two truck parking areas can be networked in such a way that trucks can be diverted from a filled area to an unfilled area and show the viability of information dissemination systems for truck parking availability. Other tasks include development of an operations and maintenance manual and training to manage the SmartPark system. KW - Assessments KW - Field tests KW - Monitoring KW - Motor carriers KW - Parking KW - Parking guidance systems KW - Parking lots KW - Research KW - Safety equipment KW - Safety glass KW - SmartPark KW - Technology KW - Traffic KW - Truck drivers UR - https://trid.trb.org/view/1400241 ER - TY - ABST AN - 01592557 TI - Electronic Logging Device (ELD) Compliance Test Procedures AB - The objective of this project is to develop compliance test procedures for electronic logging device (ELD) testing with respect to the functional specifications included in the Supplemental Notice of Proposed Rulemaking (SNPRM), Docket No. FMCSA–2010–0167, RIN 2126–AB20. This effort will also require the development of a training manual to ensure that all ELDs are tested using the same procedures, as well as a verification process to ensure that the test procedures are sufficient to evaluate ELDs properly. In an effort to improve commercial motor vehicle (CMV) safety and reduce the overall paperwork burden for both motor carriers and drivers, the Federal Motor Carrier Safety Administration (FMCSA) published a SNPRM on March 28, 2014, to require motor carriers currently subject to records of duty status (RODS) preparation requirements to use ELDs. To ensure consistency among manufacturers and devices, functional specifications were published within the SNPRM. Providers’ certification of compliance with these functional specifications is required; however, they are not required to use the test procedures developed within this contract. FMCSA intends to use these procedures to confirm compliance of an ELD if independent testing and validation are needed or desired. This program is established with a 1-year cooperative agreement to create a compliance test procedure and a 3-year cooperative agreement to provide technical support. In the first year, the contractor will develop test procedures, a template for consistent reporting of test results, and training materials; validate the developed test procedure on a sample subset of ELD-like systems available on the market; and make FMCSA-recommended changes to the test plans, procedures, and tools. After final approval of the test procedure, there will be a 3-year period of technical support to provide guidance to ELD providers that are performing their own certification test(s) using the compliance test procedure. Compliance test procedure, training manual, technical support. KW - Compliance KW - Data recorders KW - Federal Motor Vehicle Safety Standards KW - Motor vehicle industry KW - Safety engineering KW - Safety equipment KW - Test procedures KW - Tools KW - Training KW - Truck drivers UR - www.fmcsa.dot.gov UR - https://trid.trb.org/view/1400160 ER - TY - ABST AN - 01592552 TI - Commercial Motor Vehicle Driver Restart Study AB - The Commercial Motor Vehicle (CMV) Driver Restart Study is designed to measure and compare the fatigue and safety performance levels of truck drivers in a naturalistic environment while using two different versions of the hours-of-service (HOS) restart provisions. In the Consolidated and Further Continuing Appropriations Act of 2015, Congress directed the Federal Motor Carries Safety Administration (FMCSA) to conduct a CMV driver restart study comparing 5-month driver work schedules and assessing operator fatigue and safety critical events (SCEs) among participating CMV drivers who operate under:The restart provisions in effect between July 1, 2013, and December 15, 2014 (i.e., 2-night rest period); and the restart provisions in effect on June 30, 2013 (i.e., 1-night rest period). The study compares 5-month work schedules and assesses SCEs (e.g., crashes, near-crashes, and crash-relevant conflicts), operator fatigue/alertness, and short-term health outcomes among CMV drivers operating under a 1-night rest period versus drivers operating under a rest period with 2 or more nights. The study also analyzes the safety and fatigue effects on CMV drivers who have less than 168 hours between their restart periods and those drivers who have at least 168 hours between their restart periods. Drivers were recruited from small, medium, and large fleets across a variety of operations (long-haul, short-haul, and regional) and different sectors of the industry (flat-bed, refrigerated, tank, and dry-van). FMCSA would like to thank the many CMV drivers and companies who volunteered to participate in this study. The study uses data collected from: (1) electronic logging devices (ELDs) (which track drivers’ time on duty); (2) psychomotor vigilance tests (PVTs) (which measure alertness); (3) actigraph watches (which assess sleep); (4) camera-based onboard monitoring systems (which record or measure SCEs and driver alertness); and (5) smartphone-based self-report questionnaires that measure sleepiness, stress, hours slept, and caffeine intake. An initial study plan, which was peer-reviewed by a panel of independent experts with relevant medical and scientific qualifications, was published in March of 2015. The final report and findings have undergone a similar independent peer review. The Secretary submitted an outline of the study’s scope and methodology to the U.S. Department of Transportation (USDOT) Inspector General. The Secretary will also submit the final report to the Inspector General. A final report containing study findings. KW - Commercial vehicle operations KW - Distraction KW - Fatigue (Physiological condition) KW - Highways KW - Hours of labor KW - Hours of Service Act KW - Operators (Persons) KW - Safety KW - Sleep KW - Sleep deprivation UR - https://trid.trb.org/view/1400154 ER - TY - RPRT AN - 01592028 AU - Lipinski, Martin AU - Anderson, Mike AU - Stewart, Richard AU - Miller, Chad AU - Sulbaran, Tulio AU - Richard, Brian AU - Golias, Mihalis AU - Deligiannis, Nikolaos AU - National Center for Freight and Infrastructure Research and Education (CFIRE) AU - Department of Transportation AU - Research and Innovative Technology Administration TI - Enhancing Rail Connectivity to Underserved Rural Communities PY - 2015/02//Final Report SP - 126p AB - This research will identify the actions, practices, and policies needed to attract, continue or expand adequate short-line and or Class I and regional rail service to rural communities. Factors to be considered will include identification of the infrastructure needs for retaining or expanding viable rail operations, potential markets and market development approaches to support rail connectivity, beneficial operational characteristics, institutional, policy, program, and incentives that have been successfully used to attract and retain rail service. A number of factors (safety, shipping costs, roadway maintenance, pollution and congestion, business sustainability) will also be identified that offer benefits to the local communities and support livability, safety, sustainability and economic development opportunities from efficient operations of short-line railroads. KW - Connectivity KW - Economic development KW - Infrastructure KW - Market assessment KW - Needs assessment KW - Regional railroads KW - Rural areas KW - Short line railroads KW - Surveys UR - http://www.wistrans.org/cfire/documents/FR_RI-7.pdf UR - https://trid.trb.org/view/1398457 ER - TY - RPRT AN - 01591980 AU - Fratta, Dante AU - Kim, Kyu-Sun AU - University of Wisconsin, Madison AU - Wisconsin Department of Transportation AU - Federal Highway Administration TI - Effective Depth of Soil Compaction in Relation to Applied Compactive Energy PY - 2015/02//Final Report SP - 236p AB - The determination of appropriate lift thickness used in the embankment construction has important economic and engineering implications in the design, construction, and performance of transportation systems. Department of Transportations (DOTs) across the United States require lift thicknesses ranging from 0.2 to 0.3 m (8 to 12 in.) depending on soil types, regardless of compaction equipment used. However, modern earthmoving and compaction equipment with much larger footprints and weight could potentially compact thicker soil layers without sacrificing the mechanical performance of embankments while reducing construction costs. This research program presents a series of field monitoring, testing, and numerical studies used to evaluate the response of coarse and fine-grained soils during compaction operations at various soil depths under the action of the smooth-drum vibratory roller, rubber-tired roller, padfoot roller, and scraper. Different soil property profiles were used to assess the effectiveness of different compaction methods, including shear-induced displacement and rotation monitoring, dynamic cone penetrometer (DCP), soil stiffness gauge (SSG), pressure plate, sand cone, nuclear density gauge (NDG), and P-wave propagation. Numerical modeling using a hardening soil model was used to expand the results of the compaction effectiveness in depth. The experimental and numerical results provided ranges to evaluate the compaction effectiveness of increasing lift thickness for different compactive energies. The results provide a better understanding of the compaction effectiveness as a function of depth and showed an evidence of the potential for an increase in the Wisconsin Department of Transportation (WisDOT)’s lift thickness specification. The results indicate that 0.3-m (12-in) loose lifts for coarse-grained and fine-grained soils could be implemented when using Quality Management Program (QMP). If standard compaction is used, 0.2-m (8-in) loose lifts for coarse-grained and fine-grained soils should remain the state of practice for WisDOT. These recommendations should be further studied by WisDOT officials before they are implemented in embankment construction projects. KW - Coarse grained soils KW - Depth KW - Embankments KW - Field tests KW - Fine grained soils KW - Laboratory tests KW - Numerical analysis KW - Rollers KW - Soil compaction KW - Wisconsin UR - http://www1.wisconsindot.gov/documents2/research/WisDOT-WHRP-project-0092-08-11-final-report.pdf UR - https://trid.trb.org/view/1398658 ER - TY - RPRT AN - 01583547 AU - Battelle Memorial Institute AU - National Highway Traffic Safety Administration TI - Crashworthiness Research of Prototype Hydrogen Fuel Cell Vehicles: Task Order 7 Project Report PY - 2015/02 SP - 64p AB - To ensure fuel system integrity of passenger vehicles in crashes, the National Highway Traffic Safety Administration (NHTSA) has promulgated regulations that impose limits on post-crash fuel leakage under representative crash conditions. These conditions are defined in FMVSS Nos. 301, Fuel System Integrity, and 303, Fuel System Integrity of Compressed Natural Gas Vehicles. FMVSS No. 301 limits liquid fuel leakage to one ounce per minute for 30 minutes post crash, and FMVSS No. 303 limits the leakage of natural gas to an energy equivalent measured by a post-crash pressure drop in the high-pressure portion of the fuel system. Similar testing requirements may need to be developed for hydrogen-fueled vehicles. Toward this end, NHTSA has tasked a team led by Battelle to evaluate various technical aspects of the safety of hydrogen fueled vehicles. Battelle was the prime contractor leading a team to conduct these experiments. Battelle led the team that recently completed a series of crashes on vehicles with mockup hydrogen fuel systems. The two vehicles crashed in the present project were non-working hydrogen fuel cell prototypes that had been retired from a demonstration program. The purpose of the tests was to evaluate test procedures to assess the safety performance of the high-pressure hydrogen fuel storage containers and the electrical isolation of high-voltage powertrain components in the crash test environment. KW - Crashworthiness KW - Fuel cell vehicles KW - Fuel storage and delivery devices KW - Impact tests KW - Leakage KW - Power trains KW - Prototypes KW - Test procedures UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Alternative Energy Vehicle Systems Safety Research/812112-MainReportCrashResearchPrototype.pdf UR - http://www.nhtsa.gov/Research/Crashworthiness/Crashworthiness+Research+of+Prototype+Hydrogen+Fuel+Cell+Vehicles UR - https://trid.trb.org/view/1377469 ER - TY - RPRT AN - 01581077 AU - Klinich, Kathleen D AU - Manary, Miriam A AU - Orton, Nichole R AU - Reed, Matthew P AU - Rupp, Jonathan D AU - University of Michigan Transportation Research Institute AU - National Highway Traffic Safety Administration TI - Performance of Harnessed Child Restraints on Vehicle Seats With Modified Cushion Lengths and Variable Belt Geometry PY - 2015/02 SP - 50p AB - The current series of tests was conducted to identify potential negative outcomes on child restraint performance if recommendations to shorten cushion length and use belt geometry optimized for older child occupants would be implemented. Forty frontal impact tests with four different forward-facing child restraints and 47 tests with five different rear-facing child restraints were performed. Some tests were run using the Federal Motor Vehicle Safety Standard (FMVSS) No. 213 bench to establish baseline conditions, but most were run using real vehicle seats with the cushion length set to 350 mm, 400 mm, or 450 mm. Lap belt anchorage locations were set to match the FMVSS No. 213 locations or the locations optimized for the 6-year-old (6YO) anthropomorphic test device (ATD) crash test dummies (Hu, Wu, Reed, Klinich, & Cao, 2013). Some tests attached the child restraint using the lower anchors rather than the lap+shoulder belt. Forward-facing tests were run with and without tethers. Under most testing conditions, the child restraints met applicable FMVSS No. 213 requirements and kinematics appeared reasonable. Among the forward-facing tests, two child restraints with a recline foot slipped off the front edge of the seat, but still met relevant head excursion criteria. Among rear-facing tests, one child restraint exceeded the allowable chest acceleration criteria under most conditions. Overall, the results suggest that shortening seat cushion length to provide a better restraint environment for children using the vehicle seat and belt alone would not adversely affect the performance of most child restraints. Modifications to the lap belt anchorages would also not have a substantial adverse effect. KW - Child restraint systems KW - Dummies KW - Geometry KW - Impact tests KW - Occupant kinetics KW - Seat belts KW - Seats KW - Vehicle design UR - http://www.nhtsa.gov/DOT/NHTSA/NVS/Crashworthiness/Child Safety Crashworthiness Research/812116-HarnessedChildRestraint.pdf UR - https://trid.trb.org/view/1375494 ER - TY - RPRT AN - 01580957 AU - Bellman, Miles AU - Gandhi, Pratik AU - Shah, Vaibhav AU - Volpe National Transportation Systems Center AU - Department of the Navy AU - Federal Aviation Administration TI - AN/UPX-41(C) Test Data Analysis of Impacts to Secondary Surveillance Radars PY - 2015/02//Final Report SP - 883p AB - In 2012, the Navy requested spectrum certification for the shipboard AN/UPX-41(C) Digital Interrogator System, Software Version 5.5 with Mode 5. Current operating conditions for the Navy’s AN/UPX-41(C) are the same as restrictions imposed on the AN/UPX-37 digital Identification Friend or Foe (IFF) interrogator. A proposed AN/UPX-41(C) Stage 4 certification was developed to allow the Navy to operate under less restrictive parameters but required that the Navy and Federal Aviation Administration (FAA) validate those proposed restrictions. This report provides the results of the validation effort on the impact to secondary surveillance radars (SSRs). The live testing, which occurred August 18-21, 2014 was conducted in its entirety using four AN/UPX-41(C) digital IFF interrogators at land-based test sites (LBTS). KW - Aircraft KW - Certification KW - Crash avoidance systems KW - Data analysis KW - Electromagnetic spectrum KW - Radar KW - Ships KW - Surveillance KW - Validation UR - http://ntl.bts.gov/lib/56000/56100/56185/DOT-VNTSC-NAVSEA-15-04.pdf UR - https://trid.trb.org/view/1373194 ER - TY - SER AN - 01580886 JO - Asset Management Financial Report Series PB - Federal Highway Administration AU - Saadatmand, Nastaran AU - Gaj, Stephen AU - Varma, Shobna AU - Proctor, Gordon TI - Financial Planning for Transportation Asset Management: An Overview PY - 2015/02 IS - Report 1 SP - 88p AB - Transportation agencies have the responsibility and the challenging task to maintain, preserve and improve infrastructure assets for current and future generations. While maintaining existing assets is an overriding concern for transportation agency officials, most agencies are grappling with funding issues. Considering the fact that assets such as pavements and bridges have long useful lives, a sound asset management practice will necessitate the development of long-term asset management plans. Practices and experiences from other countries with mature asset management processes and also from transportation agencies within the U.S. show that implementing and sustaining the performance and condition of assets requires long-term financial plans that support and are linked to long-term asset management strategies. This document discusses financial planning for transportation asset management. Contents include: Why develop a financial plan?; The importance of financial sustainability; Transparency and Credibility; Elements of a financial plan; Examples of recent financial plans; Asset valuation; Financial risks; and Metrics. KW - Asset management KW - Financing KW - Infrastructure KW - Metrics (Quantitative assessment) KW - Transportation departments KW - Transportation planning KW - Valuation UR - http://www.fhwa.dot.gov/asset/plans/financial/hif15018.pdf UR - https://trid.trb.org/view/1374340 ER - TY - RPRT AN - 01579614 AU - Turochy, Rod E AU - Timm, David H AU - Mai, Derong AU - Auburn University AU - Alabama Department of Transportation AU - Federal Highway Administration TI - Development of Alabama Traffic Factors for use in Mechanistic-Empirical Pavement Design PY - 2015/02//Technical Report SP - 95p AB - The pavement engineering community is moving toward design practices that use mechanistic-empirical (M-E) approaches to the design and analysis of pavement structures. This effort is embodied in the Mechanistic-Empirical Pavement Design Guide (MEPDG) that was developed over the last several years through the National Cooperative Highway Research Program (NCHRP) and accompanying AASHTOWare Pavement ME Design® software. As Alabama Department of Transportation (ALDOT) moves toward implementation of M-E pavement design, the need to evaluate the effects of differences among the many types of traffic data on pavement design became apparent. This research project examined the differences among national-level traffic inputs developed through the aforementioned NCHRP studies (and now included as the default traffic data in the Pavement ME Design® software), state-level traffic inputs developed from data collected at ALDOT’s weigh-in-motion (WIM) sites, and site-specific data. The full range of traffic inputs considered in the M-E design process was divided into 13 groups; the effects of the three levels of data were evaluated separately for each group. A rational, unbiased, quality control procedure for ALDOT WIM data was developed and applied to the data. Traffic inputs at levels 1 (national), 2 (state or regional), and 3 (site-specific), as specified in the design software, were then developed. The sensitivity of the pavement thickness required to not exceed a specified set of allowable pavement distresses, for both flexible and rigid pavements, to different levels of traffic data in Alabama was then determined. Finally, axle load spectra recommendations for flexible and rigid pavement design were made for future use by ALDOT. KW - Alabama KW - Axle loads KW - Data collection KW - Data quality KW - Flexible pavements KW - Implementation KW - Mechanistic-empirical pavement design KW - Mechanistic-Empirical Pavement Design Guide KW - Rigid pavements KW - Thickness KW - Traffic data KW - Weigh in motion UR - http://eng.auburn.edu/files/centers/hrc/930793developmentofalabamatrafficfactors.turochy.pdf UR - https://trid.trb.org/view/1372297 ER - TY - RPRT AN - 01576124 AU - Schultz, Grant G AU - Mineer, Samuel T AU - Hamblin, Cody A AU - Halliday, David B AU - Groberg, Christopher C AU - Burris, Mark W AU - Brigham Young University AU - Utah Department of Transportation AU - Federal Highway Administration TI - I-15 Express Lanes Study Phase II: Recommendations PY - 2015/02//Final Report SP - 219p AB - The primary objective of this research was to recommend actions that will improve average speeds in the Express Lanes (ELs) such that the lanes meet Utah‘s goal of 55 mph. To accomplish this objective it was important to investigate the current usage of both the ELs and the General Purpose (GP) lanes along the Wasatch Front. This involved an evaluation of EL and GP lanes by user type (e.g., single-occupant vehicle (SOV), high-occupancy vehicle (HOV) 2, HOV 3+, ―C‖ decal, Express Pass user, motorcycle, bus, freight vehicle, and emergency vehicle) to better understand the breakdown of vehicles in the lanes and to calculate average vehicle occupancy (AVO). A second objective was to examine violation data to determine ways to reduce violator rates. The third objective of the research was to recommend ways to control Express Pass traffic and to evaluate changes to toll rates and to estimate the impacts on speed of specific toll increases along the corridor. The final objective of the research was to analyze ―C‖ decals in the state to evaluate the impacts of increasing the number of ―C‖ decal permits issued statewide. The data collected were examined to better understand the speed-flow relationship on the ELs and to estimate the impact of volume changes on speeds in the lanes. All of this information allowed the researchers to estimate the impact on EL and GP lane volumes and speeds under a combination of EL education campaigns, increased EL enforcement, increased EL peak period toll rates, and the impact of increasing the ―C‖ decal cap. Depending on the scenario analyzed, it was determined that the speeds in the ELs could be expected to increase as a result of the recommendations. The extent of the increase is dependent upon the scenario chosen and the response of the traffic to the increases and was projected to range from -4.7 mph (for an increase in ―C‖ decal vehicles) to a maximum of 7.8 mph for a combination of education, enforcement, and increased tolls. KW - Express lanes KW - General purpose lanes KW - Permits KW - Recommendations KW - Tolls KW - Traffic flow KW - Traffic speed KW - Traffic violations KW - Traffic volume KW - Utah KW - Vehicle occupancy UR - http://www.udot.utah.gov/main/uconowner.gf?n=23089114360013981 UR - http://ntl.bts.gov/lib/55000/55300/55301/UDOT_Report_UT-15.03.pdf UR - https://trid.trb.org/view/1369250 ER - TY - RPRT AN - 01575527 AU - Robicheaux, Bridget AU - Wolshon, Brian AU - Louisiana State University, Baton Rouge AU - Louisiana Department of Transportation and Development AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Calibration of the Louisiana Highway Safety Manual PY - 2015/02//Final Report SP - 59p AB - The application of the American Association of State Highway and Transportation Officials (AASHTO) Highway Safety Manual (HSM) to Louisiana roads is a key component to the Louisiana Department of Transportation and Development’s (DOTD's) plan to improve safety on state highways and reach the goal of "Destination Zero Deaths." The goal of this project was to develop Louisiana state-specific HSM calibration factors for eight facility types. During the completion of the project, the data-intensive computational process undertaken to compute the calibration factors revealed numerous issues associated with the input data required by the HSM. These included, most notably, coding errors and missing required data elements in the Louisiana roadway and crash databases. Some of the resulting factors were unexpected, in particular, those for urban three lane and urban five lane highways which were lower than anticipated. These factors may warrant further analysis beyond which was required for this project, including detailed assessments of each crash report to ensure data accuracy. The remaining calibration factors for rural two lane, rural multilane undivided and divided, urban/suburban two lane, and urban/suburban four lane divided and undivided highways, ranged from a low of 0.62 for rural multilane undivided highways to a high of 2.54 for urban/suburban four lane divided highways. It is expected that with an understanding of the conditions under which these factors were developed, that they will be acceptable for use by analysts seeking to conduct highway safety analyses for roads in Louisiana. KW - Calibration KW - Crash data KW - Crash modification factors KW - Highway safety KW - Highway Safety Manual KW - Louisiana KW - Safety performance functions UR - http://swutc.tamu.edu/publications/technicalreports/600451-00102-1.pdf UR - https://trid.trb.org/view/1367014 ER - TY - RPRT AN - 01575524 AU - Zhang, Ming AU - Zhang, Wenjia AU - Pang, Hao AU - University of Texas, Austin AU - Southwest Region University Transportation Center AU - Research and Innovative Technology Administration TI - Identifying the Local and Regional Travel Effects of Activity Centers in the Austin, Texas Area PY - 2015/02 SP - 83p AB - Metropolitan planning organizations (MPOs) have become increasingly interested in incorporating innovated land use planning and design into transportation plan-making. Many design ideas are recommended under the umbrella of the New Urbanism; yet in practice they hardly get fully implemented in the standard transportation planning procedures. The project includes two parts. Part one refines the analysis of trip generation as it relates to mixed use development (MXD), with a focus on trip-chaining behavior, an approach taken by the Capital Area Metropolitan Planning Organization (CAMPO). Part two looks into the potential of and challenges facing land use intervention as an emission reduction tool. Through the Austin case study, it investigates the regional and local distributional effects of vehicle miles traveled (VMT) and Green House Gas (GHG) emission changes pertaining to recommended land use and design innovations. KW - Activity centers KW - Austin (Texas) KW - Capital Area Metropolitan Planning Organization (Texas) KW - Case studies KW - Greenhouse gases KW - Land use planning KW - Mixed use development KW - Transportation planning KW - Trip chaining KW - Trip generation KW - Vehicle miles of travel UR - http://swutc.tamu.edu/publications/technicalreports/600451-00088-1.pdf UR - https://trid.trb.org/view/1367015 ER -